AgAir Update - October 2023

Don’t let your airplane let you down.

You have a lot riding on these wings. Follow all service instructions and required inspections.

MAINTENANCE MATTERS

With 36 years of experience, we have perfected the art of guidance for aerial application. But that does not mean we won’t keep innovating and improving. The new Ag-Nav Platinum Lite takes our industry leading technology and combines it with our more economical Guia 153 hardware. Paired with our OLED Transparent Lightbar, and Flow Control, you get the most advanced and cost effect guidance system on the market. The Ag-Nav OLED Lightbar displays all the information of our classic lightbars plus new more information, such as, Flow Rate, Aircraft Heading, Individual Booms On Indicators, Tank Level and more!

The Photo Issue

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Rainbows and ag planes in Australia by @robbieryan95

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Wire Strikes

I find it unusual that wire strikes this year have taken the spotlight for ag aviation accidents. However, one cannot deny the facts; wire strikes are rising. Several of the ten fatalities (so far) this year can be attributed to the aircraft coming in contact with a wire. Surprisingly, many strikes are believed to have been made by pilots who supposedly knew the existence of the powerline.

Few experienced, high-time ag pilots have not had a wire strike. Most live to talk about it; some don’t. An old saying goes, “If the wire is too small to see, then you will probably fly through it. You probably won't fly through it if it is large enough to see.” Never mind if the wire is flown through, the potential damage to the turbine engine, prop and airframe.

I would not bet my life on that saying. This is especially true if the pilot is flying a helicopter. I dragged a few wires back to the airstrip and even caused a roadside fire with one. In every case, the wire strike was my fault because I knew the wire was there.

I consider high-tension wires the most dangerous. They are sometimes known as devil horns. Typically, there is enough space to get under wires near supporting towers if you don’t misjudge and hit the tower. As temperatures build during summer, wires tend to sag in the middle between the towers. Maybe there was clearance earlier in the year, but not so much in the heat of the summer. It is almost a sure bet coming in contact with a hightension/cross-country powerline will bring the aircraft down. The odds are much better with the typical single wires carrying power to a barn or house. But they sag as well.

It does not matter. A wire is a wire, and the end result will always be unknown until after the event. All wires demand undivided attention - if that is even possible in an ag plane. Of course, if the whereabouts of the

wire are known before spraying the field, the pilot has an excellent chance of mitigating the wire risk. Even so, pilots keep coming in contact with wires they knew existed.

A few things can be done to reduce the wire risk. First, know where the wire is located either through a map preview, fellow pilots, or a firsthand field inspection before the application. I flew for an operator in my last years as an ag-pilot, and I held much respect for his advice. He told me, “Fly the field as good as the farmer planted it.” He was telling me to fly over the wire or spray parallel to it. But pilots still hit wires even after the aforementioned.

Why? It could be several things: lack of skill, being blinded by the sun, a mechanical distraction, pilot fatigue and the list could go on. The wire does not move, except in the case of heat sagging. It is ultimately the pilot’s responsibility to be wire-aware and do whatever is necessary to avoid coming in contact with one. I doubt there are any NTSB reports for wire strikes that the pilot was not at fault.

Educating yourself about flying in the wire environment is valuable in avoiding them. At this year’s Ag Aviation Expo, there will be a vital seminar on wire strikes. Attending may save your life one day. It doesn’t matter how many ag hours you have; nobody knows everything about flying in the wire environment. It is time to take a more brutal look at wire strikes, acknowledging that most fatalities this year were caused by these sneaky obstacles!

Until next month, Keep Turning…

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 11-12, 2023

Michigan AAA Convention AgroLiquid Building, 3055 W. M-21

St. John’s MI 48859

Tim Swanson 989-292-1362 flyingfarmertim@hotmail.com

October 16-17, 2023

Aerial FireFighting 2023

Europe

TBD

Athens, Greece

October 21-22, 2023

2023 Ag Aviation Golf Tournament

Red Apple Inn & Country Club

Heber Springs, AR

Lathan Busby 870-734-7278

Bryant Otto 501-327-7714

Michael Hutchins

870-241-3781

Brenda Watts 870-644-3141

October 23-24, 2023

Kansas AAA Convention

Drury Broadview Inn

Wichita, KS

Rhonda McCurry

kaaa@ksagaviation.org 316-650-6857

October 23-25, 2023

CAAA 74th Annual Convention

Harvey’s Lake Tahoe

South Lake Tahoe, NV

Terry Gage

terry.gage@caaa.net 916-645-9747

CALENDAR OF EVENTS

agairupdate.com/calendar

November 5-7, 2023

Pacific NW AAA Convention

Coeur D’Alene Resort

115 S 2nd St Coeur d’Alene, ID

Tara Lee Brown pnwaaa@gmail.com

509-989-9098

November 7-9, 2023

Mid-States Ag Aviation Conference

Isle of Capri Casino Quad Cities Convention Center Bettendorf, IA

Quentin Childs

qchilds@insmgmtgrp.com

515-967-3761

November 13-16, 2023

Air Tractor Aircraft Maintenance

Familiarization Course

Olney, TX

Brian Hahn bhahn@airtractor.com

November 14-16, 2023

Colorado AAA Convention Island Grove Regional Park Greeley, CO

Jessica Freeman

jessica@coagav.org

970-217-5293

December 4-7, 2023

2023 Ag Aviation Expo

Palm Springs Convention Center

Palm Springs, CA United States Event Website: http://www. agaviation.org/convention

NAAA Ag Aviation Expo Registration

naaaexpo@agaviation.org

202-546-5722

December 7, 2023

Flying in the Wire and Obstruction Environment Course

Palm Springs Convention Center

Palm Springs, CA

United States

naaaexpo@agaviation.org

202-546-5722

December 11-14, 2023

Air Tractor Aircraft Maintenance

Familiarization Course

Olney, TX

Brian Hahn bhahn@airtractor.com

January 5-7, 2024

Arkansas AAA Convention

Oaklawn Racing Casino Resort 2705 Central Avenue

Hot Springs, AR 71901

Katherine Holmstrom katherine@araaa.org

501-503-3310

January 8-10, 2024

Louisiana AAA Convention TBD

Kim Brown LAAGAVIATION@outlook.com (225) 436-3199

January 8, 2024

Arizona AAA Meeting & PAASS Program

Custom Farm Service Hangar Stanfield, AZ

Brittany Armstrong barmstrong@agairusa.com (520) 705-9692

January 8-11, 2024

Air Tractor Aircraft Maintenance

Familiarization Course

Olney, TX

Brian Hahn

bhahn@airtractor.com

January 10-12, 2024

Texas AAA Convention

Omni Corpus Christie

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

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 22-24, 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

Seaver Tate

seavtate@gmail.com

575-799-2504

The Photo Issue

This year, AgAir Update launched the “AgAv Pics” section in the magazine, featuring the very best of ag aviation imagery submitted to us via both email and social media channels. The addition of this segment to the magazine has seen a massive increase in the visibility of the agricultural aviation industry globally. Our daily features on social media have continued to showcase the need for aerial application and the hard work of operators who work diligently every day to fly safely, providing quality service to their customers.

Our social media reach has continued to grow over the years, now averaging between 300,000500,000 impressions each week, with some weeks spiking to double that number. This continues to be another positive step for the industry that continues to pay dividends, pushing positive content to the general public about our industry.

We hope that you enjoy this look back at some of the featured images in the magazine and online and that you continue to enjoy and share our content on social media. We would like to thank everyone who submitted images to us this year, and we look forward to featuring many more next year. Don’t forget to tag us if you have images you would like to see featured on our social media channels and in the AgAv Pics section of the magazine in 2024!

Image by Eliijah Johnson

Previous Page

(Clockwise from left) via instagram:

Cessna 188 by @agro_spotters, Ag Cat by @gulfstreamchris, Bell 206B by @skippyscage, Canola fields by @ timgreyphoto, Precision ag work in Star City, Indiana by @tomjonesfoto, Rainbows and ag planes in Australia by @ robbieryan95

Right (Clockwise from left via Facebook): Full moon by Bahaa EL Halabi, Sulphur by Chris Haile, Indiana Sunset by Laura Niemiec, Stacked and ready by George J. Parker III

Head on with the Ag Cat by Eliijah Johnson

Taking off for a dry application by Ron Harper A Bell 206 takes off by Eliijah Johnson

The pilots and their Ag Cats by Joe Richard

Indiana morning by Joe Richard

Waving goodbye by Ken Coleson

From the cockpit by @cropdusterpete

An Air Tractor in Indiana by Tom Jones

Summer sunsets by Laura Niemiec

AT-402 in Colorado by @skippyscage

Above from top left: Rolling Westbound @samsmith.photos, Thrush in Texas from @texas_avgeek, A Thrush over Hebron, IN by @tomjonesfoto, A different perspective from @agaviationadventures, A pilots perspective from @sindagbr, Sunrise from the Dakota’s border by @agaviationadventures, The farmers Air Force by @agaviationphotography, Cessna Ag Husky in Ituiutaba. by @agro_spotters, A two seat AT-802 takes off in Arkansas by @deltaplanespotter, An uncommon site, a New Zealand based 300Cbi by @heliventuresnz,Cessna Ag Truck in Brazil by @agro_spotters, The red, white and blue by @ jo_jo_richard

Tabula USA Opens US Headquarters in Melbourne, Florida.

Tabula’s new US Headquarters extends the organisation’s global support coverage and enables the business to deliver services optimised for North and South American customers.

Tabula USA has announced the opening of its new US Headquarters in Melbourne, Florida.

The US HQ allows Tabula to significantly improve its customer service, providing a dedicated US call centre, extended call centre hours to cover both coasts, full technical support facilities, and overnight shipping of components to most US destinations from their Florida warehouse.

The initial team of five includes Tabula’s new Aviation Sales Manager, Ricardo Irizarry who joins the team based in Florida.

The establishment of the US HQ is Tabula’s latest investment in the region, providing dedicated support to clients in precision agriculture, mosquito control and related industries. For more information please visit tabula.live or contact the Florida office on 844 482 2852.

About Tabula

Founded in 2006, Tabula, formerly known as TracMap, has established itself as a leading provider of agricultural GPS guidance and job management systems for aviation and ground applications. Tabula

allows customers to precisely control what goes on the land, allowing them to know for sure that the work has been completed accurately and efficiently and that they will have the proof for compliance purposes. By fostering seamless collaboration between farmers and contractors, Tabula encourages those who manage productive land to care for it, safeguard its value and increase its productivity now and for generations to come.

Ricardo Irizarry, Sales Manager

+1 386 610 4874

Email: ricardo@tabula.live

Michael Whittaker, Chairman

+64 21 435 413

Email: Michael.whittaker@tabula.live

Mystery Ag Plane Revealed

The photo above is Leland Snow at the helm of the S-1 in Nicaragua, circa 1955.

Current Status and Future Directions of Precision Aerial Application for Site-Specific Crop Management in the USA

by Yubin Lana, Steven J. Thomsonb, Yanbo Huangb, W. Clint Hoffmanna, Huihui Zhangc

USDA, ARS, Areawide Pest Management Research Unit (APMRU), College Station,TX US, United States Department of Agriculture (USDA), Agricultural Research Service (ARS), Crop Production Systems Research Unit (CPSRU), Stoneville, MS USA, Dept. of Bio. and Agric. Engineering, Texas A&M University, College Station, TX USA

This paper was published in Computers and Electronics in Agriculture 74:34-38.

Aerial application, commonly called crop dusting, involves spraying crops with fertilizers, pesticides, fungicides, and other crop protection materials from agricultural aircraft. Precision agriculture includesvarioustechnologiesthat allow agricultural professionals to use information management tools to optimize agriculture production. The new technologies allow aerial applicators to improve application accuracy and efficiency. It has been about a decade since the development of the first variablerate aerial application system. Many areas of the United States rely on readily available agricultural airplanes or helicopters for pest management. Several types of precision agriculture technologies that assist aerial applicators include global positioning systems (GPS), geographic information systems (GIS), soil mapping, yield monitoring, nutrient management field mapping, aerial photography, variable rate controllers, and new types of nozzles such as pulse width modulation and variablerate nozzles. Variable-rate aerial application provides a solution for applying field inputs such as cotton growth regulators, defoliants, and insecticides. Prescription maps for aerial application have been developed using remote sensing and GPS/GIS technologies. Precision agriculture technology has the potential to benefit the agricultural aviation industry by saving operators and farmers time and money.

Airborne remote sensing may also benefit aerial applicators by creating a new revenue source because agricultural aircraft are easier to schedule for frequent remote sensing missions that would coincide with aerial

spray applications. An airborne remote sensing system produces precise images for spatial analyses of plant stress due to water or nutrient status in the field, disease, and pest infestations. However, natural variations in biological characteristics, presence of diseases and insects, and the interactions among these factors combine to influence crop quality and yield. Spatial statistics can often increase understanding of the field and plant conditions. Through image processing, remote sensing data are converted into prescription maps for variablerate aerial application. Therefore, remote sensing, spatial statistics, and variable-rate control technologies are all necessary ingredients for a precision aerial application system. This paper will discuss the current state of the above three areas, examine several current trends, and conclude with suggestions for future development.

Remote Sensing

With an increasing population and a commensurate need for increasing agricultural production, there is an urgent need to improve management of 1Mention of trademark, vendor, or proprietary product does not constitute a guarantee or warranty of the product by the USDA and does not imply its approval to the exclusion of other products that may also be suitable.

Agricultural resources. Satellite and aerial remote sensing technologies have advanced rapidly in recent years and have become effective tools for site-specific management in crop protection and production. Many satellite companies provide satellite imagery data at different spatial, spectral and temporal resolutions for use in precision agriculture. Repeated satellite imagery allows for dynamic crop development monitoring and yield forecasting. Earth-observing satellite systems, such as Landsat systems (NASA – National Aeronautics and Space Administration, Washington, DC), have an advantage for large-scale analysis at regional levels but are limited in spatial resolution. High-resolution satellite systems, such as IKONOS (GeoEye, Dulles, Virginia) and QuickBird (DigitalGlobe, Longmont, Colorado), have been available in recent years, but scheduling these systems for appropriate bands, location of flight, proper altitude, and time of acquisition is difficult. ➤

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Compared with satellite-based systems, airborne remote sensing systems offer a flexible, do-it-yourself platform for acquiring high-quality and high spatial resolution imagery when atmospheric, environmental and solar conditions are acceptable.

One platform that carries remote sensing instruments is the airborne remote sensing system. There are many usable platforms ranging from helicopters and unmanned Airborne Vehicles (UAVs) to fixed-wing aircraft. Remote sensing instruments include digital cameras, CCD cameras, video cameras, hyperspectral cameras, multispectral cameras and thermal-imaging cameras. Hyperspectral imaging is part of a class of techniques commonly referred to as spectral imaging or spectral analysis. Hyperspectral imaging and multispectral imaging are related but are usually distinguished by the number of spectral bands. Multispectral data contains from several to tens of spectral bands. Hyperspectral data contains dozens to hundreds of bands. However, hyperspectral imaging may be best defined by the manner in which the data are collected. Hyperspectral data cover a set of contiguous spectral bands (usually by one sensor). Multispectral data comprise a set of optimally chosen spectral bands that are typically not contiguous and can be collected from multiple sensors. Use of aerial hyperspectral remote sensing in agriculture has been steadily increasing during the past decade (Goel et al., 2003; Yang et al., 2004; Jang et al., 2005; Uno et al., 2005; Zarco-Tejada et al., 2005; Yang et al., 2009). Compared with hyperspectral systems, multispectral systems are much less expensive and are less dataintensive. Airborne multispectral systems are cost-effective and a good source of crop, soil, weed or ground cover information for agricultural application and production (Moran et al., 1997; Senay et al., 1998; Gopala Pillai and Tian, 1999; Yang and Anderson, 1999; Yang and Everitt, 2002; Pinter et al., 2003; Dobermann and Ping, 2004; Huang et al., 2008; Inman et al., 2008; Yang et al., 2009; Lan et al., 2009, Zhang et al., 2009a, Zhang et al., 2009b).

In practical applications of airborne remote sensing, different types of multispectral imaging systems have been adopted based on economic and technical feasibilities. Here, we limit our discussion to an aircraft platform with two camera systems, which include a lowcost ADC (Agricultural Digital Camera) and a relatively expensive and high-performance multispectral camera.

ADC Camera

The Tetracam ADC camera (Tetracam, Inc., Gainesville, FL) is equipped with a 3.2-megapixel CMOS

(Complementary Metal–Oxide–Semiconductor) sensor (2048 x 1536 pixels) or a 5.0-megapixel CMOS sensor (2560 x 1920 pixels). It has green, red and near-infrared (NIR) sensitivity with bands approximately equal to Landsat Thematic Mapper 2, Thematic Mapper 3 and Thematic Mapper 4 bands, which fall in the 520 – 600 nm, 630 – 690 nm, and 760 – 900 nm wavelengths. Band information provide data needed for extraction of vegetation indices such as NDVI, SAVI, canopy segmentation and NIR/Green ratios. Standard global positioning system (GPS) data capture from an external receiver adds positioning data to the images. The camera weighs 640 grams with 8 AA alkaline batteries. The 3.2-megapixel ADC fitted with an 8.5 mm lens is able to achieve a 0.5 meter/pixel ground resolution at 1340 m (4400 ft) AGL (Above Ground Level). The current cost of the Tetracam ADC camera in 2009 is about $5,000.

Currently a proprietary software package, PixelWrench2, is used to work with the Tetracam ADC camera to manage and process ADC images. Another proprietary software package, SensorLink, provides a GPS waypoint triggering application enabling camera triggering at predefined waypoints.

The ADC cameras are portable and can be used on fixed-wing aircraft such as the single-engine Cessna 210 (Cessna Aircraft Company, Wichita, Kansas), the Air Tractor 402B (Air Tractor, Inc., Olney, Texas), and the UAV (Unmanned Autonomous Vehicle) helicopter such as Rotomotion SR 20 (Rotomotion, LLC, Charleston, South Carolina) with limited payload.

Geospatial Systems MS 4100 Camera

The MS 4100 camera (Geospatial Systems, Inc., West Henrietta, New York) is a multi-spectral 3-CCD (Charge?Coupled Device) Color/CIR (Color Infrared) digital camera. It provides a digital imaging quality with a 1920 (horizontal) x 1080 (vertical) pixel array per sensor and 60 degree wide field of view with a 14-mm, f/2.8 lens. Color-separating optics work in concert with a large-format progressive scan CCD sensors to maximize resolution, dynamic range, and field of view. The MS 4100 camera is available in two spectral configurations: RGB (Red Green Blue) for high quality color imaging and CIR for multispectral applications. The camera images the four spectral bands from 400 to 1000 nm, and acquires separate red (660 nm - 40 nm bandwidth), green (540 nm - 40 nm bandwidth), and blue (460 nm - 45 nm bandwidth) image planes. The camera provides composite color images and individual color plane images. It is also able to acquire and provide composite and individual

plane images from red, green, and NIR (800 nm - 65 nm bandwidth) bands that approximate Landsat satellite thematic mapper bands (NASA, Washington, D.C.; USGS, Reston, Va.). The MS 4100 is able to further provide RGB and CIR images concurrently and has the option for other custom spectral configurations. When running the RGB or CIR configuration individually, a base configuration will support any three-tap configuration running at 8 bits per color plane (i.e. 24-bit RGB). Adding a fourth 8-bit tap or outputting 10 bits per color plane requires an additional port with a second cable. The MS 4100 camera configures the digital output of image data with CameraLink standard or parallel digital data in either EIA-644 or RS-422 differential format. The camera works with the NI IMAQ PCI?1424/1428 framegrabber (National Instruments, Austin, Texas). With the software DTControl?FG (Geospatial Systems, Inc) and the CameraLink configuration, the camera system acquires images from the frame-grabber directly from within the DTControl program. The current cost of the MS 4100 camera is about $20,000.

In practical use of the camera on aircraft, operation of the camera would require a technician to control imaging and any ancillary control functions. This is somewhat

impractical for small agricultural airplanes as the pilot cannot operate the camera effectively and fly the airplane simultaneously. Control automation is necessary of the multispectral camera is necessary in order to reduce labor required and maintain consistency of camera operation. Based on the needs in agricultural research and applications, the TerraHawk camera control system (TerraVerde Technologies, Inc., Stillwater, Oklahoma) is commercially available and is being integrated to automate the operation of the MS 4100 camera with:

1) Dragonfly™ software to control the operation of the camera, especially to trigger the camera based on the field shapefile polygon with GPS receiver; 2) a gimbal controller to stabilize and control the camera for roll, pitch, and yaw aircraft rotations during flight.

Huang et al. (2009) concluded that the Tetracam camera in its present state is more suitable for slower moving platforms that can fly close to the ground, such as the UAV; the MS 4100 imaging system worked very well being mounted on an agricultural aircraft like the Air Tractor 402B. Huang et al. (2008) and Lan et al. (2009) have demonstrated the capability and performance of the MS 4100 airborne imaging system for crop pest management.

Such multispectral instruments typically capture imagery that can be related to relative radiance in the visible and near infra-red regions. However, all remote sensing measurements can be affected by variable ground conditions, such as plant architecture, canopy characteristics, crop row orientation and coverage, and background soil properties. All of these ground conditions can contribute towards spatial variability within the field and between fields. Sometimes aerial remotely sensed data alone cannot capture all the information required. Data from imagery, ground-truth measurements, and spatial analysis together allow for a more complete understanding of a field’s spatial complexity.

Spatial Statistics

The techniques of spatial statistics were first developed and formalized in the 1950s. Recently, with the development of GIS, spatial statistics have drawn considerable attention and have been widely applied in spatial data modeling and analysis for natural sciences such as geophysics, biology, epidemiology and agriculture. There have been numerous studies demonstrating the benefits of spatial analysis to agricultural management. Stein et al. (1997) emphasized the use of spatial analysis in reducing production risks and in formulating variable resource allocation. In a case study to model spatially varied yield monitor data for corn nitrogen response, Bongiovanni and Lowenberg-DeBoer (2001, 2002) determined that spatial regression analysis of yield monitor data could be used to estimate the site-specific crop nitrogen response needed to fine tune variable rate fertilization strategies for maize and soybean. Lambert and Lowenberg-DeBoer (2003) demonstrated that the spatial econometric, geostatistical approach and spatial trend analysis offered stronger statistical evidence of spatial heterogeneity of nitrogen response than the ordinary least squares or nearest neighbor analysis. Yao et al. (2003) investigated soil nutrient mapping by a co-located cokriging estimator using soil sampling data and aerial hyperspectral image. Misaghi et al. (2004) developed a model to predict strawberry yield using aerial images, soil parameters, and plant parameters. Bajwa and Mozaffari (2007) tested various spatial models in analysis of the variations in GNDVI (Green Normalized Difference Vegetative Index), a vegetative index derived from aerial remote sensing data in the Visible and NIR (VNIR) regions, in response to nitrogen treatments and petiole nitrate content. According to recent research by Huang et al (2010), airborne multispectral imagery provided informative co-variables to interpolate spatially

dense ground based variables into GIS layers for spatial prediction of ground soil and canopy coverage variability.

Overall, remote sensing imagery data and spatial statistical methods can provide valuable and complete information in the site-specific management. This information can be used to produce an application map and support aerial variable-rate application.

Variable Rate Aerial Application

If agricultural aircraft offer a different view of remote sensing, then precision agriculture takes aerial application to new heights. Several types of precision agriculture technologies that assist aerial applicators include GPS, GIS, soil sampling, yield monitoring, nutrient management field mapping, aerial photography, and variable rate application technology.

Moran et al. (1997) presented an infrastructure that holds promise for incorporating aircraft remote sensing technology into precision crop management. In the first stage, images are acquired and processed to values of surface reflectance and registered to field coordinates. In the second stage, these images are converted to physical crop and soil information. In the third stage, this distributed information about crop and soil conditions is interpreted to produce maps of management units for variable rate material application. Variable rate technology is focused on applying pesticides, herbicides, soil amendments, plant harvesting aids and fertilizers at various rates and at specific locations. Aerial application maps are created with variable rates customarily in GIS and then converted to prescription format by software supplied by the airplane’s guidance system manufacturer. The variable-rate system uses preloaded “prescription maps” to change flow rates through the field depending on where the application is needed most, least, or where it should not be used at all.

There are two components in a variable rate aerial application system: GPS and Variable Flow control system. In today’s market, one manufacturer, Hemisphere GPS of Calgary, AB, Canada, has developed the Satloc M3 and acquired the Del Norte Flying Flagman. For liquid applications, the Aerial Ace and IntelliFlow (compatible with both Hemisphere Air guidance systems) automatically apply the proper rate of spray at the proper time using a variable or constant rate. The flow system varies the setting of a flow control valve by responding to changes in ground speed. The Fire/Dry Gate Controller (FDGC) is also a new technology that has been added to the list of products to interface

with both the M3 and Flying Flagman. Another new technology that Hemisphere GPS has worked on is the Crescent Receiver. The new receiver gives 20 Hz capability, which means that a pilots’ Lightbar will update 20 times per second. Compared with most technologies that offer 5 or 10 Hz updating, 20 Hz updating has the potential for better application accuracy because of the smaller time window within which to make rate changes. There are also other companies that offer similar technologies. AG-NAV Inc.’s popular technology is the AG-NAV 2, which provides the pilot with swath, directional guidance and other navigation information. ADAPCO, Inc., Sanford, Fl. offers the WingmanTMGX and NextStarTM flow control systems technologies to aerial applicators. Wingman GX is a highly advanced precision guidance and recording system that was developed to improve aerial pesticide application accuracy and efficiency by processing realtime meteorology onboard the aircraft and providing instantaneous optimization offset distance. The AutoCal II flow controller (Houma Avionics, Houma, La.) can interface with all swath guidance systems. The AutoCal II controls boom flow rate by controlling the spray pump output.

Only recently have agricultural aircraft been equipped to implement variable rate application to match site-specific needs of the crop. Variable rate aerial application systems have seen limited use only within the past six years or so, and very little information has been presented on the accuracy of these systems for placement of chemical and response of these systems to changing rate requirements. In addition to variablerate application, aerial flow control systems must adjust flow properly to accommodate changes in ground speed. Smith and Thomson (2005) evaluated position latency of the GPS receiver used in the Satloc Airstar M3 swath guidance against a known ground position. The flow control portion of the system has been tested for positioning accuracy (Thomson et al., 2009) and improved by comparing measured flow rates and stepchange responses to desired flow rate response curves and modifying the control program accordingly (Thomson et al., 2010).

Future Directions

The USDA, ARS conducts research involving GPS-based real time guidance and GIS systems for agricultural aircraft to conserve material and provide a commensurate reduction in deleterious pesticide loading to the environment. As precision agriculture continues to grow, more operators are becoming familiar with these

technologies because the demand is growing from farmers. Research continues to be conducted to enhance these technologies and create new technologies for accuracy and efficiency.

Real Time Image Processing

Real-time processing of imagery is needed to bridge the gap between remote sensing and variable-rate aerial application. Data analysis and interpretation is one of the most important parts of precision aerial application. Whether collected from airborne images, ground-based sensors and instrumentation systems, human observations, or laboratory samples, data must be analyzed properly to understand cause-and-effect relationships. To develop appropriate prescription maps for variable rate aerial application, the findings from multispectral aerial images in near real-time has been a challenge. The ultimate goal is to develop a user-friendly image-processing software system, aiming to analyze the data rapidly from aerial images so that variable-rate spraying can occur immediately after data acquisition.

VRT System

There is limited application for turn-key commercial VRT devices due to their perceived high cost and operational difficulty. An economical and user-oriented system is needed that could process spatially-distributed information, and apply only the necessary amounts of pesticide to the infested area efficiently and to minimize environmental damage. Additionally, nozzles are designed to produce optimal droplet size spectra for mitigation of off-target drift and to provide maximum application efficacy. These desired size ranges require the nozzles to operate within proper boundaries of their design pressure. Variable rates called for by the aerial application system might operate these nozzles outside their optimal pressure ranges making their valid use questionable if a wide range of flowrates is required. This would not be a problem for “on-off” variable control.

Multisensor Data Fusion Technology

A key step in successful precision system development is creation of accurate prescription maps for aerial application. Creation of these maps can be assisted by multisensor, multi-spectral, multitemporal and even multi-resolution data fusion utilizing GIS techniques. The data fusion will be based on new methods for the fusion of heterogeneous data: numerical or measurable (radiometric, multi-spectral, and spatial information) and symbolic (thematic, human interpretation and ground truth) data. The multisensor data fusion scheme needs to be fully integrated into the system through GIS.

CRAYMER’S COUNSEL

Robert Craymer - robertc@covingtonaircraft.com

Trouble, Trouble, Trouble

I knew you had trouble when you walked in. Sorry, I couldn't help that; it's a little Taylor Swift dad joke. I thought my daughters could appreciate that. When it comes to trouble, I usually don't have any issues finding it, but when it comes to troubleshooting, I try to use a very commonsense approach, and there are some key things to keep in mind when an issue pops up.

There is some guidance spread through the engine maintenance manual that will help you when you have a problem. There are also some resources available to you that you can utilize. Pratt & Whitney Canada provides you with C-First, a 24-hour global service. There also is a worldwide network of customer support managers available. If you don't know your service manager, I encourage you to find and meet them. They are there to help you and have been an enormous value to me over the years. Also available is the global service network; this is where Covington Aircraft Engines is your partner resource with Pratt & Whitney Canada. That is quite a network of people available if you have a question.

One of the key things you will need is to identify and communicate the problems you are having. This is where a little information goes a long way. I get a wide variety of calls for various issues that arise. Engines are running "hot" or not making power. Oil pressure is low or high. The prop is surging. One of the great parts of my job is not knowing what the day (or night) will bring. We must discuss the indicating systems and how the issue showed up. This will help with the direction.

As stated in the beginning, I use a commonsense approach to finding issues. If, for instance, you had maintenance done and something changed in your engine performance. I always start with what changed between the engine running good and now. Was there an adjustment made? Was there a filter changed? What might have led me to where I am?

Let's start with the oil system. Oil system problems usually occur in one of two ways: pressure or temperature. If you have oil pressure problems (i.e., low pressure, high pressure or fluctuations), the first step is to check the oil level and

indicating system. The oil filter can influence pressure. For oil temperature issues, we must consider the oil cooler, cooler fans and how much time is spent running the engine with the prop feathered. These are the simple things to check before jumping into the engine internals for problems.

Oil pressure can also influence the torque system. If you are having lower or higher torque issues, you want to ensure that the oil pressure is not the problem. A faulty torque system indication can often make all engine parameters read higher or lower than normal. This is easy to understand because you set everything off the torque reference. You always want to check the indicating system to verify that what you see is accurate.

Another indicating system is engine internal temperature. From a maintenance perspective, we call this the T-5 system or I.T.T., the name comes from where the temperature is measured within the engine. Again, the first step is to verify the indicating system. We may see higher or lower T-5, erratic or even no indication. Keep in mind that T-5 problems will affect temperature only. The problem may not be the internal temperature system if other parameters are also off.

The hot section or compressor (cold) section of your engine can have problems that could change the T-5 or torque systems. For instance, if you are having a hot section issue, it will typically lower compressor speed (Ng). This may not always be the case; that would be too easy.

In most cases, this does happen, as well as a rise in T-5 and fuel consumption. Cold section problems will typically raise Ng along with I.T.T. and fuel flow.

Operationally, we also must check the fuel control and propeller. Surging issues or parameter fluctuations typically fall into this category. We want to ensure and do as much testing and investigation as possible. Some of these components can be very expensive, so identifying the problem is critical to spending money as wisely as possible. Many conversations have started with "I have a fuel control problem," only to find out it was something else. I would suggest never just throwing money at the engine and seeing if it fixes it.

If you need help, I encourage everyone to reach out and use the resources you have at your disposal. Finding and fixing problems gives many of us

a tremendous sense of satisfaction. Remember the opening line to the Taylor Swift song that I started this article with, "Once upon a time, a few mistakes ago." Hopefully, we can all avoid making some of those mistakes by using the tools you have.

Robert Craymer has worked on PT6A engines and PT6A-powered aircraft for the past three decades, including the

last 25+ years at Covington Aircraft. As a licensed A&P mechanic, Robert has held every job in an engine overhaul shop and has been an instructor of PT6A Maintenance and Familiarization courses for pilots and mechanics. Robert has been elected to the NAAA board as the Allied-Propulsion Board Member. Robert can be reached at robertc@ covingtonaircraft.com or 662-910-9899. Visit us at covingtonaircraft.com.

Aviation, Marine Safety & Communications

by Ryan Mason

From celebrating its 25th anniversary in business, the story of Tiger Performance as a safety and communications products supplier for the aviation and marine industries differs from your typical origin story.

Founded in 1999, Tiger Performance was founded by Sonny and Tina Hawkins to fill a market need they had identified while competing in the dangerous sport of Offshore powerboat racing. During an 18-year successful powerboat racing career, Sonny identified several critical areas where safety improvements needed to be addressed as the World and USA governing bodies started to address safety concerns after several fatal accidents on the racing circuits.

Not finding a suitable helmet in the marine world that would address multiple needs such as head protection, communications, and the ability to attach rescue breathing equipment in the event of a crash, Sonny looked towards the aviation industry to see if any options would suit the racing community. It was at that point Tiger Performance was founded.

Quickly, after identifying a helmet that would suit the needs of the powerboat racing industry, Sonny struck a worldwide dealer agreement with a company at the time called CGF, the French helmet manufacturer offering the LH050 and LH250 helicopter helmets and the LA100 Jet Pilot helmet. Sonny began marketing to the Worldwide powerboat racing community for all racing categories, bringing an aviation helmet designed for pilots into the marine environment for the first time. The CGF compact and lightweight helmets provided for the ready-made attachment of an oxygen mask, superior sound attenuation, and communication ability in addition to dual visor functionality that was needed during variable conditions, providing not only a step up in functionality but a step up in safety with the availability of these helmets.

As word spread of the new helmet available to the powerboat racing community, the popularity of the helmet grew quickly, becoming the most sought-after and most wellused helmet within the industry in a short period.

Sonny developed a patented underwater breathing variant of the USAF MBU20P pilot oxygen mask that automatically activates the compressed air flow during a rollover or

submersion in a powerboat. These masks make racing in all forms of fully enclosed cockpits much safer and have saved many lives over the past 25 years. These masks are connected to onboard and miniature man-mounted compressed air bottles that buy racers valuable time for rescue to arrive to extract an injured racer while trapped underwater.

Tiger also expanded its marine onboard communications expertise into the marine patrol boat market for onboard plug-in and wireless radio intercom systems. It is used worldwide for various Military, law enforcement, and commercial applications.

Tiger Performance Enters the Aviation Market

Shortly after the start of the company, Sonny decided to sell CGF helmets, Tiger Performance advanced communications, and bailout emergency breathing systems to the aviation industry after many inquiries from interested pilots and crew members.

During the early years of representing CGF helmets, the company rebranded to CGF Gallet. The inventor of the CGF Gallet helmet, Adrian Gallet, passed away shortly after. His wife then sold the company to U.S.-based safety equipment supplier MSA, rebranding to the MSA Gallet helmet. In the last several years, the company dropped the Gallet branding, with the helmet now being solely branded as an MSA product. The MSA helmets are widely recognized for being the lightest weight, high quality, and comfortable, with many features and accessories. Many accessories have been developed exclusively by Tiger Performance. These include two Maxillofacial shields (optical see-through offered in 4 colors and lightweight carbon fiber), NVG quick-release mount, fid lock magnetic, and heavy-duty ratcheting chin strap choices.

Tiger also offers the very popular ICARO and Petzyl EMSSAR helmets with attached headsets. These helmets are very comfortable and lightweight, with easy attachment of

various custom Tiger, Bose, and Lightspeed headset choices. These helmets have rapidly grown in popularity for ag/spray applicator pilots, search and rescue, air medical rescue, and law enforcement.

Tiger’s man-mounted miniature and lightweight carbon fiber 4500 PSI Survival Breathing Apparatus is an industryleading emergency bailout breathing system and the first choice for many aircrew members worldwide.

Challenging the Status Quo

Tiger Performance was the first company to delve into improving the audio quality of the existing helmet by integrating the extremely popular Bose A20 headset into the MSA and other helmets.

“We reconfigured a Bose A20 headset to fit inside flight helmets. Over ten years ago, we were the first ones, the originators of the Bose A20 conversion. It was extremely notable because it took off like wildfire. Suddenly, people wearing a helmet would benefit from what that headset could do with high-quality audio fit into a helmet for the first time. The pilot and aircrew can benefit from highquality active noise reduction with onboard voice-activated communications, listening to music, radio, or phone calls while flying. There was nothing like all those high-end

qualities at their disposal ten years ago. So that opened up a whole new world for pilots wearing helmets when only pilots wearing headsets had that ability previously,” said Hawkins.

Testing

The Department of the Interior oversees helmet standards for the U.S. State Department of Interior. The U.S. Forest Service demands a high safety standard for helmet safety for use in department aircraft and by contractors operating aircraft for those agencies. Hawkins stated that they had put many years and tens of thousands of dollars into testing their helmets to certified standards and adjusting the helmet, including creating custom molded ear cups for high noise attenuation and side impact. These ear cups are the foundation for Tiger’s in-house high-quality PNR and ANR helmet communications with or without Bluetooth. Tiger also created the addition of a helmet pigtail connector, which quickly disconnects a plug-in straight or coiled cable for PNR, PNR/Bluetooth, ANR or ANR/Bluetooth with U174 helicopter plug, dual G.A. or LEMO plug. These plug-in cable choices enable meeting any helmet communication requirements. Tiger’s Bose and Lightspeed helmet communications also qualify to meet the DOI/USFS standard.

While the company plans to continue to offer the Bose A20 modification for helmets, with the recent introduction of the Bose A30 headset, the A20 has been discontinued. ➤

Once again, Tiger Performance was the industry leader and the first to create the Bose A30 helmet conversion. The Bose A30 has even more advanced features and performance than the A20.

Another critical function for helmets, communication ability, and safety is comfort. Tiger Performance also allows selecting between leatherette/memory foam, gel, or vinyl foam for ear cup seals and choices of comfort foam or memory foam helmet liners.

Wireless Innovation

As a key innovator in new technology, Tiger Performance is dedicated to pushing the envelope regarding technology, safety enhancements, and improvements to helmet-based products. One of those innovations currently in development is the ability to operate wirelessly in the cockpit or on the ground during search and rescue, medical transport, Military, law enforcement, and other ground operations through wireless hands-free communications. This fully integrated wireless flight helmet communications is another industry first for flight helmets.

Hawkins detailed that the soon-to-be-released product is currently undergoing field testing with the ability for the wearer to adjust microphone squelch directly from a dial knob on the helmet, which allows the user to adjust the amount of squelch in a windy environment when the wearer is in the open door of a helicopter or moves outside the cockpit in a search and rescue mission. The wireless communications are available in passive or active noise reduction configurations with helmet installed Bluetooth and radio PTT controls and can communicate with 20 or more wireless helmets or headsets. An aircraft plug-in transceiver enables aircraft intercom and radio connectivity with the wireless helmets or headsets. Tiger offers a complete line of wireless helmets, EMS-SAR helmet-mounted headsets, and headband and neckband headsets.

When questioned about the ability of the new technology to work outside the cockpit, Hawkins explains that the wireless modification will allow the user to communicate within 1000 feet of the aircraft wirelessly as long as there is a line of sight between the user and the aircraft, potentially eliminating the need for expensive external wireless communication solutions in some circumstances.

The wireless helmet is rechargeable and battery-operated and can go from wireless to wired communication in case of a battery failure or if the battery is left uncharged with an included plug-in communication cord accessory. At the same time, Hawkins estimates that with a full charge, the wireless solution will easily last an entire day of heavy usage.

Improving on Quality

In addition to the wireless solution, Tiger Performance has teamed up with a world-leading Communication component manufacturer to develop what Sonny describes as the “World’s Best” microphone. The VIPER microphone series is designed for use in all forms of aviation and marine Military and commercial helmet and headset communications. Offered in either plug-in or flex boom integrated, the new microphone is reported to have superior wind performance and speech intelligibility. It is reasonably priced, according to Hawkins, who states in testing with the U.S. military and during company testing, it has outperformed all competition and exceeded expectations on many levels with documented performance. The Viper microphones are available in civilian high-impedance amplified electret or military low-impedance dynamic configurations for plug-in full pivot, Gentex style flex with flag mount, flex/wire, or full wire booms for any helmet or headset. Orders are now being accepted, with deliveries beginning in November. TSO and Mil-Spec certifications are pending.

Further Viper Microphone Progress

Also in development by Tiger Performance is a fully submersible Wet SAR version of the MSA helmet for search and rescue operations for rescue crew members that need to be dispatched outside of the aircraft into a water environment. The new waterproof/corrosion-proof helmet currently in development will be IP68, waterproof to four meters (13 feet), and is designed to be not only waterproof but have fully enclosed circuitry to beat the corrosive nature of salt water and what it can do to exposed electronic and metal components of a helmet.

Also in development are oxygen mask versions of the Viper microphone for USAF and U.S. Navy configurations.

Helmet Cooling

The latest product on display at the NAAA convention held in December in Palm Springs will address the extreme effects of Global Warming and particularly interest pilots that spend extended time in aircraft wearing a helmet. Hawkins noted over several years that pilots complained that despite having air conditioning in aircraft, they still sweat inside their helmets. Hawkins stated that his team has been hard at work developing a helmet-integrated powered ventilation/ cooling system that will be reasonably priced, easy to install, and introduce airflow into the previously sealed helmet environment to address one of the most complex problems of heat not dissipating from a helmet.

The Tiger helmet integrated ventilation/cooling modification can be added to most aviation flight helmets and is easily removable when not in use during cooler seasons. ➤

A Family Affair

Although started by Sonny and his wife Tina, Sonny knows he won’t be around forever. He has looked to his family to continue the legacy he created. Son Oleksandr “Sasha” Hawkins, the Hawkins son, is the company marketing and advertising manager, is involved in production, and has worked for the company for the past 8 years. The company’s General manager and nephew, Bobby Dubill, who first worked for Sonny as a crew chief on his boat racing team, has been with the company since its founding. Sonny’s sales manager and second nephew, Joey Dubill, has also been with the company since two years after the company’s founding.

The Future

As an innovator in the industry, Tiger Performance has several new products soon to hit the market that may make flying a little more comfortable and give pilots more freedom of movement and a much-improved audio experience, depending on their helmet selection and modifications. One

thing is sure: Tiger Performance listens to their customers’ feedback and requests and is not waiting on the next big thing but looking to what pilots want and inventing new products to continue pushing the industry forward, making flying safer and more comfortable, and providing more effective communications.

Tim Legrady (1967-2023)

On August 30, 2023, Tim Legrady passed away from complications of injuries received from an airplane accident he was in on August 6, 2023. Tim was 55 years young.

Timothy is survived by his dad John Legrady of Belvidere, Il. Motherin-law Maudie ( Bill ) Chandler of Marysville, Ca. His wife Suzette Legrady and his children Derek and Alyssa Legrady of Woodland, Ca. His brother Mike (Sue) Legrady of Barrington,Il. His nephew Ryan (Lucie) Legrady of Island Lake, Il. Sister-in-law Kim (Gary) Fincher of Yuba City, Ca. Nephew Scott (Kristen) Fincher of Sutter, Ca. Niece Krista (Brent) Hall of Yuba City, Ca. Great Nephews and nieces. And many cousins.

Timothy Legrady was born on October 1, 1967 in Park Ridge, Il. He graduated from Schaumburg High School in 1985. He went on to serve in USAF from 1987-1990.

Timothy married Suzette Godat Legrady in 1993. Tim and Suzette met on a blind date at Cal Skate in Yuba City, Ca. They welcomed Derek Legrady on September 30, 1993 and Alysssa Legrady on January 20, 2000. Tim loved his family dearly, spending as much time as he could with them. He loved to garden keeping two gardens where he would share all his goodies he had grown with everyone. He especially loved growing flowers for his wife Suzette. Tim had a passion for flying and was a professional pilot with over 16,000 hours flying.

When he wasn’t flying himself, he was flying at home on a flight simulator. Tim loved to hunt, fish and play his bass guitar. He was a godly man and loved to share the word of god through his music at church with his bass.

AgAir Update Unveils Updated, Cutting-Edge AgAv Classifieds

For as long as AgAir Update has been in publication (over 40 years!), a key feature of the publication has been an extensive ag aviation-specific classified section. Nowhere else could one find a consolidated source for everything for sale and wanted to buy than AgAir Update Classifieds. We began publishing the listings online in 1996, at the very beginning of the World Wide Web popularity. Since then, the classified section has undergone many transformations.

At the end of September, AgAir Update Classifieds underwent its most extensive overhaul to date. With fresh interfaces, faster load times, and more features than ever, the new AgAir Update Classifieds is the go-to place to list your aircraft, vehicle, part, service, or help wanted ad.

Instant social sharing, high-definition photos, full-length videos, map search and price/make/model sorting are just some of the features. Users can set alerts for price increases or specific make and models; you can add listings to a compare table to analyze each specification.

When it is time to buy or sell, visit classifieds. agairupdate.com for the most extensive, professional ag aviation-related classified section in the world.

Frost Flying Service's Garrett Frost Appointed to Arkansas State Plant Board

via Arkansas AAA

Gov. Sarah Huckabee Sanders’ office announced the appointment of eight new members to the Arkansas State Plant Board earlier this month.

Appointees include longtime AAAA Member Garrett Frost of Marianna, Kyle Baltz of Pocahontas; Robert Thorne of Marion; David Wallace, Jr. of Crawfordsville; Robin Ralston of Adkins; George Dunklin of Humphrey; as well as Jon Bierbaum and Sammy Angel, both of Lake Village.

Garrett Frost is the president and CEO of Frost Flying, Inc., an Air Tractor dealer primarily focusing on the sale of new and used aircraft, parts and aircraft maintenance. His business has operations in the U.S., Central America and South America.

Tylor Lee Johnson: A Legacy of Flight and an Urgent Call for Safer Skies

In the heartland of America, where vast fields of golden wheat sway with the wind, there's an age-old dance that takes place between the earth and the sky. The dance that unfolds is aerial application, a task as essential to our farms as the rain that nourishes them. For my brother, Tylor Lee Johnson, this wasn't just a job; it was an inherited passion, a legacy carried from our father and grandfather, and one he embraced with every fiber of his being.

Aerial applicators, like Tylor, play a pivotal role in ensuring our tables are never empty. Through precision application, they protect crops from pests and diseases, boosting yields by up to 40%. In an age of rising food demands and fluctuating climate patterns, aerial application has become a linchpin in securing our food supply. The flights of these professionals ensure that millions are fed, making the work they do not just crucial but indispensable.

Behind Tylor's sunglasses and smile was a world that few truly understood. A world of courage, precision, and sacrifice. The soft hum of his plane’s engine, the intricate patterns of his flights over the Red River Valley’s vast landscapes, and the playful tilt of his wings as he flew past familiar grounds – a silent "hello" to his family and friends on the ground.

Yet, tragedy underscores this industry year after year. Fatalities like Tylor's are neither anomalies nor isolated events; they're recurring heartbreaks in the aerial application community. The stark reality is that Tylor was the ninth fatality in 2023, and seven days later, we lost another fellow aerial applicator, marking the tenth tragedy this year alone. In an industry as niche as aerial application, such numbers are alarmingly disproportionate. While exact figures vary, it's estimated that there are less than 2,000 active aerial applicators in the U.S. This means that 0.5% of this tight-knit community has been lost in just this year – an alarming rate for any profession.

Consider this: nearly 1% of aerial applicators die in plane crashes every year. If pilots in the broader commercial aviation sector faced such peril, we'd be mourning 350 souls annually, a rate that would be deemed unacceptable by any standards. It’s worth noting that ag pilots experience a fatal accident rate approximately 6.67 times higher than their counterparts in general aviation. When is enough truly enough? How many more dreams must be grounded, families shattered, and communities left in mourning before effective interventions are made?

The very skies that offered freedom and purpose also hold lurking dangers. Thin, unassuming guy wires, intended to be marked for safety, often fade into the background or lose their markers completely. These wires are typically used to stabilize structures such as cell towers, power lines, and antennas. For ag pilots who fly at low altitudes to effectively spray crops, these nearly invisible wires become deadly obstacles. A slight miscalculation or oversight can lead to a catastrophic collision, risking the life of the pilot and causing extensive damage.

The markers on these wires can be faded, obscured by brush, or even camouflaged by the very crops they stand amidst. Many times, these markers are only visible when set against the open sky, rendered invisible when the backdrop is treelines or fields. The peril of these wires is evident upon close inspection. I encourage you to stand in a field and see for yourself.

A fellow pilot and close friend of Tylor’s, Travis King, shared his insights on this pressing issue, “Another thing that drives me crazy. A lot of guy wires are marked on the bottom 5 feet or so with a sleeve. Obviously, these are so vehicles, tractors, etc., can see them. But when in a crop, the crop is usually taller than that sleeve so planes can’t see it. How hard would it be to put a sleeve on three times as long or the entire length of the guy wire?" ➤

HIGH PERFORMANCE STARTS WITH THE RIGHT PARTS

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“Sleeves or painting poles with guy wires would be a huge quick fix.” Such tangible and relatively simple solutions could be implemented almost immediately, offering a direct way to enhance safety in the short term. With the lives of aerial applicators hanging in the balance, there’s no time to delay these essential improvements.

Immediate interventions are crucial, but there's more we can do to ensure long-term safety and enhanced visibility. In a technologically advanced age, I find myself asking: why do these risks persist? Is it due to prohibitive costs, bureaucratic oversight, or sheer unawareness?

As we address these pressing safety concerns, we must also acknowledge modern challenges. The growing prevalence of drones in the skies of North Dakota introduces another layer of complexity for aerial applicators. However, as history has shown, in challenges often lie the seeds of potential solutions.

Indeed, while drones present challenges for aerial applicators, they also hold the key to a significant part of the solution. North Dakota, affectionately known as “Silidrone Valley”, is a hub of drone innovation and expertise. The University of North Dakota and Grand Sky, both pioneers in the drone industry, have already showcased the potential of drone technology in inspecting power lines, wind turbines, and more.

But there’s another dimension to their work that we’ve yet to harness fully. These institutions hold a potential goldmine of geospatial data, detailing every nook and cranny of our airspace. Imagine if we could access and adapt this data to mark out the hazards for aerial applicators. This isn’t just about mapping out power lines or significant infrastructures; it’s about identifying those lesser-known obstructions like guy wires that pose just as much of a threat. With this invaluable data, integrating the information into field maps used by aerial applicators could become a reality. Every flight, armed with comprehensive knowledge of the terrain, could then potentially avoid the dangers that have claimed too many lives.

By tapping into the expertise we have right here in North Dakota, we have a real chance to revolutionize aerial safety. But realizing this potential isn’t a task for the drone industry alone. Addressing these persistent hazards requires a concerted effort from multiple fronts. Agricultural aviation bodies, local and federal regulators, and utility companies need to come together, united in a shared purpose. Crossindustry collaboration is essential to tackle the challenges at hand. By pooling insights from each sector, we can create a comprehensive safety framework tailored to the unique risks faced by aerial applicators. This is a call to action, urging us to bridge the worlds of agricultural aviation and drone technology for a safer tomorrow. Only then can we ensure that our skies remain a safe space for all.

The balance between innovation and safety is delicate. As we move to harness new technologies to protect our aerial applicators, it’s imperative that we proceed with caution, ensuring that in our bid to solve one problem, we don’t create another. Let’s come together, embrace technology responsibly, and work towards skies where Tylor’s peers can fly without fear.

Tylor’s legacy is more than a testament to his commitment and passion; it’s a pressing reminder of the challenges aerial applicators face daily. His story is not just for us to remember but for industries, communities, and regulators to reflect upon and act upon. In honoring Tylor and others like him, let’s ensure that their sacrifices catalyze meaningful change. Through collaboration and shared responsibility, we can elevate safety standards, championing a future where aerial heroes can continue to perform essential work with fewer risks.

In the spirit of progress, as we look to the future of safer skies, we also remember and honor those who've soared above, those who've intimately known the dance between the earth and the sky. In memory of Tylor and all the aerial heroes, let's salute those who've kissed the clouds. Their legacy propels us forward, ensuring that their stories are not just tales of the past but catalysts for a brighter, safer tomorrow.

INSIGHTS

National Agricultural Aviation Association

Wire Avoidance, Stall Spins, Overly Aggressive Flying and More Safety Topics will be Covered in PAASS 2023-2024

by Scott Bretthauer, NAAA Director of Policy, Education and Safety

The 2023-2024 PAASS Program will be the 26th season of PAASS—the Professional Aerial Applicators’ Support System. Since the first season in 1998-1999, the goal of PAASS has remained the same—to reduce ag aviation accidents and drift incidents through education to keep increased rules and regulations at bay. The founders of PAASS recognized that the greatest knowledge of ag aviation lies within the industry itself. To enhance the industry’s knowledge about safety and environmental professionalism, PAASS was created as an educational program under the direction of and presented by your peers—fellow professional ag aviators.

Since its inception, the aerial application industry has seen a 25.8% decrease in accidents and a 26% decrease in drift occurrences. Another indication of the safety benefits of PAASS is that pilots who attended had fewer accidents. For example, between 2014 and 2020, there were 333 agricultural aviation accidents. Of those accidents, 117 involved pilots who had not attended PAASS in the five years prior to the accident; 52 involved pilots who had attended PAASS once in the five years prior to the accident; 41 involved pilots who had attended PAASS twice in the five years prior to the accident; 39 involved pilots who attended PAASS three times in the five years prior to the accident; and

37 involved pilots who attended PAASS four times in the five years prior to the accident. In other words, nearly 86% of ag aviation accidents are caused by those that do not attend PAASS annually.

PAASS has received support from the U.S. EPA and the FAA and has been touted by the Association of American Pesticide Control Officials. PAASS is presented at state and regional agricultural aviation conventions across the U.S. and the Canadian Aerial Applicators Association’s convention in Canada.

The 2023-2024 PAASS program will begin with a review of agricultural aviation accidents from the 2023 season. It will also include a discussion of accident trends seen over the 10-year period from 2013 to 2022. Studying agricultural aviation accident trends allows participants to better understand the causes of accidents--information they can use to prevent similar accidents from occurring at their operations.

For the human factors segment, PAASS will take on stall spin accidents and overly aggressive flying. Participants will hear from a variety of sources, some with advice on how to safely turn an aircraft and others with a cautionary tale of what can go wrong when an ag pilot turns too aggressively. ➤

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.)

Fran de Kock of Battlefords Airspray in Canada provides both classroom and in-cockpit instruction on how to turn an agricultural aircraft safely, training to learn how an aircraft feels as it approaches a stall, and why agricultural aviation is not aerobatics.

Segments from an updated version of the Turn Smart video from Air Tractor will display the four left-turning tendencies that impact a fixed-wing aircraft in a turn and how they can lead to a stall in an unsafe turn. Animation is used to visualize these forces at work on an aircraft during a turn and how those forces can result in a stall spin accident if they are ignored, and the aircraft is not flown within a suitable safety margin. The updated Turn Smart video also features Col. Mike Mullane, who talks about the dangers of normalization of deviance. This can occur when a pilot gradually shifts from turning well within the margin of safety to constantly making tight, unsafe turns because they mistakenly believe that not ever having an accident from turning hard somehow makes the behavior safer.

A survivor of a stall spin accident will provide a glimpse of how severe the consequences can be when an aircraft is turned aggressively in an effort to get more work done. For those pilots who feel they must fly fast and turn hard in order to get their work accomplished, one pilot explains how he learned that slowing down can speed you up. Since it’s possible to turn any aircraft in an unsafe manner, not just airplanes, the subject of how to safely turn a helicopter will also be covered. Helicopter pilots will learn about the importance of not allowing the aircraft to get too slow when executing a turn at the end of a field.

The 2023-2024 PAASS Program will be a review of the wire strike avoidance material covered in the human factors segment from the 2022-2023 program. Wire strike accidents continue to be the leading cause of ag aviation accidents. For this reason, a shortened version of last year’s material will remind PAASS audience members about vision science and why it is often difficult, if not impossible, to see the actual wires during an application. There are also numerous illusions that can cause a pilot to misjudge the location of or distance to a wire. Because of this, wires need to be treated as an invisible hazard. Agricultural aviators will learn again how to properly conduct reconnaissance of an application site and identify support structures and hardware to determine the location of wires. It is also critical that situational awareness is always maintained while working in the wire environment and that pilots know how to react correctly in their situation. PAASS will therefore train pilots on how to keep wires and other obstacles in the forefront of their mind so they do not forget about or lose track of them.

PAASS will go back to the basics in environmental professionalism – discussing the importance of spray droplet size and boom length. Using larger spray droplets and reducing the length of the boom are both proven techniques for reducing drift. The 2023-2024 program will use graphics based on the AGDISP spray drift model to visualize how various droplet sizes move once they are released from the aircraft and how the release point along the length of the boom further impacts their movement. The results of spray pattern testing conducted by the USDA-ARS Aerial Application Research Technology Unit will demonstrate how different droplet spectrums, based on nozzle selection, and boom length impact the effective swath width from an agricultural aircraft. The program will also show how the AGDISP data is being used to prove to the EPA that agricultural aircraft can successfully mitigate drift when making aerial applications near endangered species and their habitat.

To reinforce the importance of security at ag aviation operations, the 2023-2024 PAASS program will provide details on an incident where a perpetrator attempted to steal an agricultural aircraft. By learning about this incident, operators and pilots can better assess their own security measures to prevent criminals from stealing or damaging equipment and contaminating fuel and agri-chemicals. The victim of the attempted theft has a background in law enforcement which provides a unique and helpful perspective on the incident and security.

Another section in PAASS will provide an update on FieldWatch, which has seen a dramatic increase in usage since its creation. It allows aerial applicators to locate sensitive fields and bees within their application areas. An example of how ADS-B helped clear charges from the FAA for an aerial applicator will also be discussed. The PAASS 2023-2024 program will also include a question-andanswer session to improve aerial applicators’ knowledge on a variety of topics related to making safe and accurate applications.

Ag aviation accidents and drift incidents impact everyone in the industry, not just those immediately involved. Increased scrutiny from both state and federal regulators and higher insurance premiums can result from these types of incidents. Whether you’ve never missed a PAASS program or you’ve only ever heard others talk about it, please attend this season’s program. Attendance of the 20232024 PAASS Program is also required for the 2024 C-PAASS professional certification program that has the potential to reduce insurance rates, and market an ag aviation operation’s diligence to regulators, farmer-customers, and pesticide manufacturers. Everyone needs to keep themselves safe and their applications on target, because “upon the performance of each rests the fate of all.”

PAASS is your opportunity to improve your agricultural aviation knowledge. Register to attend one this fall or winter. Visit AgAviation. org and check the calendar of events to find dates and locations of state and regional meetings offering the 2023-2024 PAASS Program.

What’s the BigHurry?

by Ted Delanghe

Two striking incidents I witnessed during my early ag aviation career illustrated the hazards of rushing things and the need to adhere to standardized procedures in all phases of flight, from taxi to takeoff to landing. The first occurred while flying a Cessna 188 from a small airport with a fair number of private aircraft.

We had taken a break from the action due to the wind, and while parking the aircraft, we saw a man running out to a Piper Tri-Pacer, quickly untying the tie-down lines and hopping in. A quick takeoff followed a quick start, but not for long. The aircraft returned trailing smoke from the engine only a few minutes later but luckily made it safely to the runway.

The problem was that the pilot had missed removing the engine air intake covers due to the lack of a walkaround. Chalk up one cooked engine.

The second occurred during a local spray clinic where operators could come to calibrate their dispersal systems. As the day’s activities wound down, everyone was getting to depart for their respective home bases. There was a solid squall line to the northwest and headed directly for the airfield, and one pilot was in a particular hurry to get airborne.

Bad decision. In the rush to get home, the pilot had failed to remove the rudder and aileron locks. I have never before or since seen an aircraft so out of control yet in enough of control to make it safely back to terra firma, which he did much to the absolute astonishment of many onlookers, despite a healthy crosswind. I had run over to one of our support vehicles to grab a fire extinguisher in case the outcome was a full-blown crash.

Enter the Checklist

One of the first things a novice aviator is taught is to develop good habits (such as pre-flight walkarounds) that will help keep you out of the doghouse through careless acts, moments of forgetfulness, or just plain oversight. A large part of this process is developing sound decisionmaking skills to make every flight an enjoyable and productive experience.

Successful aviation also depends on a wide range of learned skills, from aircraft handling to effective communication and navigation. Add to these the additional tasks in ag aviation of effective management of dispersal products and using modern GPS navigation and guidance equipment. You have a growing list of things to manage. ➤

Part of effectively dealing with that growing list lies in the adherence to checklist procedures developed by the aircraft manufacturer. Checklists were developed during Boeing’s flight testing of the Model 299 to become the famed B-17 of WWII fame. After takeoff on a test flight in 1935, the aircraft stalled and fell to the ground, bursting into flames upon impact.

Finding no evidence of mechanical malfunction, the accident investigation team assigned to the crash concluded that “pilot error” was the cause. The pilots had made a simple but fatal mistake with one of the new controls, leaving the elevator and rudder controls locked.

The solution to the problem was simple and effective: develop a pilot’s checklist to ensure critical items were not missed. Today, we can’t imagine flying any aircraft without a checklist, but it was a novel idea at the time of the B-17.

Although it is becoming less and less common (thankfully), many of us have had to transition to an aircraft without a checklist or even without a Flight Manual. In that case, it’s a matter of learning on the job and hoping all goes well in the conversion process. For the most part, though, new ag aircraft come fully documented with procedures and checklists that operators should thoroughly know (and follow).

A Slice of Humble Pie

Then, there is the situation where even a simple oversight can result in a potential incident or accident. I had been asked at the last minute to ferry a Thrush with a recent turbo conversion a short distance from home base to a remote strip. I had a couple thousand hours on type, so I didn’t really give it a second thought. So off I went on a fifteen-

minute hop to the new airstrip, which was quite long but also quite narrow.

Setting up on final, I used the same approach speed of 80 mph I use on just about all ag aircraft. Aiming for a wheel landing, I was pretty surprised when I misjudged my roundout altitude, made more than firm contact with the runway, and bounced back in the air.

I elected to go around and try again from the opposite direction, as the wind was calm. The same thing happened, “Boing!” and I was back in the air again.

The problem was twofold, the first which I should have realized. I had been flying off a 150-foot-wide runway for the last month or so, and this new remote strip was 40 feet wide, so when it came to flare, I didn’t compensate for the illusion that I was higher than I was.

The second contributing factor was that the ASI was in knots, not mph, so my actual approach speed was 92 mph, not 80 as I had assumed. Together, the two factors added up to a less-than-ideal landing witnessed by half a dozen other pilots at the new location.

At any rate, I finally got everything figured out, landed safely, and taxied up to the parking area more than a bit red-faced. Looking around the cockpit, I finally noticed a checklist on the left side of the instrument panel.

One of the items under Approach and Landing was Airspeed: 65-70 KIAS. Taking just a bit of time to look at the cockpit instrumentation would have saved me a lot of embarrassment. I could also hear aviation gods dolling out another slice of humble pie while chuckling and asking, “What’s the Big Hurry?”.

R.T. Turbines - A Small Company With Large Capabilites

by Ryan Mason

RT Turbines is well-known in the agricultural aviation industry for its quality service. The company commenced operations in 1993 in Indiana as Midwest Aircraft Welding before relocating to its current home in Marianna, Arkansas, in 1996. Once in its new location, they rebranded the business to RT Turbines and moved from a welding-only operation to a full-blown engine shop under the leadership of family patriarch Rex Thompson. The company has gone on to thrive at its current location, averaging service on approximately 125 Pratt and Whitney PT6A engines each year.

Making the Right Choices

In recent years, the company also invested in installing a state-of-the-art test cell at their Arkansas facility that allows RT Turbines to perform various testing. “We test for three separate kinds of ‘proving grounds’. Number one is the integrity of the repairs that we completed. It gives us a baseline to test your engine's performance on the test cell. This is also used for troubleshooting purposes. We'll have people take the engine off and put it we'll put it across the test cell to correct performance or do vibration analysis. The last real function of the test cell is for return to service checks.” comments Danny Thompson.

Danny Thompson stands next to a PT6 at R.T. Turbines in Marianna, Arkansas

The test cell allows the business to provide the most robust servicing available that ensures engine deliveries after service are tested and proven to perform to their utmost capabilities upon delivery to the customer.

Installing the test cell, according to company owner Danny Thompson, who took over the business after his father Rex passed in 2019, is not typical for the size of business that

RT Turbines is. Still, to him, it was necessary to ensure the best quality of service to the ag industry. After all, these engines keep operators in the air and work to protect the nation’s crops.

“For a company our size, having a test cell is unique as there are less than a dozen PT6A dynamometer test cells in the United States.” ➤

What Makes Them Different

As a shop that procures the majority of its business in the ag industry, Danny has very little desire to seek more work outside the industry for the business. “My dad, when he started his path to forming this company, wanted to focus on ag aviation, where the other engine shops that he had worked at were more focused on volume than specifically focusing on one area of the industry. There were more corporate aircraft and private operators. He wanted to start a shop that was ag-focused. And to that end, probably 95% or more of our work is ag,” said Danny.

Standing Out From the Crowd

When competing in an industry like ag, there are sometimes many choices when looking for engine overhauls, engine troubleshooting and the myriad of other services that engine shops offer. One fundamental principle Danny Thompson has prided himself on providing the ag industry with is speed. Stating that the average turnaround for engine servicing

and inspections due to everyday situations like a wire or prop strike can take shops two to three weeks. Danny’s perspective regarding operators who have an incident during the spray season is to get them back working in the fastest possible timeframe to continue to earn a living.

“Our average speed of turn around in that instance is one to two days instead of a two to three week turns. Knowing that these guys have a narrow window to earn a living, we try to accommodate their window and not worry about us, but to focus on getting them back to work as quickly as possible,” said Danny.

Staffing and Growth

While the business has grown and shrunk over time as their needs dictated, RT Turbines is in a “happy place” with a staff of six A&P mechanics currently providing services for over one hundred aircraft engines in a calendar year. “We're pretty well suited in this market. We don't have any plans for

R.T. Turbines is one of less than a dozen repair shops in the U.S. that has the PT6A Dynamometer Test Cell.

growth or expansion in this industry. It's more that if the right person came along, we’d take on another person or two. But at the same time, we're managing our workload without any extra staffing. It's just the ebb and flow of ag aviation overall; you don't want to grow too fast. You don't want to shrink too slowly. You want to try and ride the waves as they go up and down.” stated Danny.

Additional Services

The company doesn’t focus much outside what they are good at, which is maintaining and providing service for the Pratt and Whitney PT6A to the entire fleet of ag aircraft from Air Tractor to Ag Cat to Thrush models. The company will, on occasion and as time allows, build and sell an engine for select customers. Still, Danny states that they prefer to stay in the lane of providing quality service in every aspect of servicing and maintaining the PT6A. ➤

Family Business

While Rex Thompson had chosen aviation as a career early, becoming an A&P in 1979 and later founding what was to become RT Turbines, Danny’s path was not one where he considered aviation as a primary career, going to college first, eventually joining RT Turbines in 1998, starting at the bottom in the grinding shop, working every job in the business, working his way up to being an A&P mechanic before taking the company over.

When asked about family succession, while Danny and his wife have several children, he is not actively encouraging

them to join the business straight away. He wants to make sure his children try another industry first to ensure they have those experiences. If they then decide to pivot and want to join the family business of their own accord, that is a path he will look to for them in the future.

As a business that has operated for over 20 years, RT Turbines provides a high level of skill and promises to get you back in the air as fast as possible, especially during the busy season when stakes are high. Danny Thompson and his team continue to provide quality service for the ag industry at reasonable prices.

Austin Scrogin Memorial Scholarship Established for Delta State’s Aerial Applicator Pilot Training Program

Austin Scrogin, 26, passed away this summer doing what he loved—ag flying. His parents, Chris and Kimberly Scrogin, have established a memorial scholarship to attend Delta State’s Aerial Applicator Pilot Training Program as they wish to carry on the dreams of their son by helping others who aspire to be ag pilots.

As stated by the family, “Austin was so happy in the pilot seat. He loved what he did and looked forward to each day. He has loved flying since watching his daddy fly. As a copilot, he couldn’t wait to take over and fly his dad around. He started at the flying service as part of the ground crew

to management of farmers, but his goal was to get in the plane. That’s where he was the happiest.”

Austin and Chris partnered with Delta State University in the Advanced Turbine Training Program. Austin was boldly active in helping Delta State’s Aerial Applicator Pilot Training program to develop ag pilots by assisting in the educational process and soliciting for the program. He was a passionate young man and devoted to the industry. To contribute to the memorial scholarship by mail to: DSU Foundation, DSU Box 3141 Cleveland, MS 38733.

Austin: 800-370-0557

Dallas: 800-880-0801

Houston: 800-880-8822

Kerrville: 800-880-4545

Lakeland: 800-881-9688

Scottsdale: 800-880-3597

St. Louis: 800-880-8644

over 40 years Falcon Insurance Agency has provided Aviation Insurance to the Aerial Application community. Our professional staff has decades of experience in aviation insurance, and we are uniquely qualified to provide insurance protection for agricultural aircraft owners and pilots.

pH and Paint and Expense

by Byron Yoder

Maintaining the exterior appearance of agricultural aircraft is crucial not only for aesthetic purposes but also for ensuring the longevity and performance of the aircraft. Wash soaps and pH are crucial in preserving the aircraft paint by effectively removing oil, grime, and contamination while preserving the paint layer and protecting the skin. In this article, we will learn the significance of washing soaps and understanding the pH balance in aircraft paint maintenance programs.

Role of Wash Soaps in Ag Aircraft Paint Care

Wash soaps are specially formulated with cleaning agents designed to remove dirt, grease, chemicals, and some waxes effectively and safely from the aircraft’s surface. These soaps are designed to lift contamination on the paint layer and provide some hydrophobic protection for future easier cleaning and smoother surfaces, resulting in a more glossy finish (wash & wax).

Many advances have been developed in recent years with soap application methods and processes. Foam cannon & foam gun applications cover larger areas, stay wet longer, provide a presoak to soften the contamination and allow encapsulation of the dirt, oil, and grease for easier removal. Conventional scrubbing by wetting the brush with soap in the bucket only allows a few moments for the product to work, thus leading to longer times scrubbing and more expense for you, the operator.

We look for biodegradable soaps that offer multiple uses of clay lubricants. These mixtures work well to clean windows by providing a tiny micro-layer barrier between rag fibers and dirt to be picked up. Good options for this type of wash include Optimum No Rinse ONR, American Detailer Garage Wipeout and many more.

The Significance of pH in Aircraft Paint Maintenance

The pH level of a wash soap is an essential factor to consider when caring for your paint. pH is a measure of the acidity or alkalinity of a substance.

The wash soap should ideally have a neutral or slightly alkaline pH (around 7 to 9). This pH range ensures that the soap is not too acidic, which will lead to paint erosion, causing physical indents/reductions in your paint height(measured in mils or microns) and given enough

time and repetitions, you now have exposed aircraft skin, opportunity for creation of corrosion due to industry chemicals that are commonly sprayed iron in them. In addition, on the physics side, we now are creating surface tension and allowing for more edges to grab onto bugs, oil, etc. (think of sandpaper with water vs. window with water). Cleanings will take longer without you noticing, but those minutes will add up over time. On the contrary, high alkaline will do a great job removing the bugs since bugs are acidic and grime quickly with the effects of paint to “burn,” commonly called staining. Remove oil from the paint following separation from the skin. This stripping effect is often referred to as weather checking or weathering. The only way to fix this, you guessed it… repaint.

Before using any product, always check the MSDS and TDS. This will give you paint-safe applications if there are any. One challenge is that “soap” is often misunderstood, and if you ask each operator, they have a different product within the industry; there have been many cases where clients have referred to degreasers as “soap.” Most commonly, heavy-duty truck wash and All-Purpose Cleaners are purchased and implemented to quickly remove grease/oil/bugs for time savings; however, they come with a hefty price tag of repainting, reduced resale value, and increased labor hours.

Best Practices for Washing

To ensure the best results when washing ag aircraft paint, follow these best practices:

1. Never wash the aircraft in direct sunlight as this will lead to quick drying, and depending on your water, mineral content can form mineral deposits on aircraft; given enough repetitions, this can soak deeply into your aircraft paint and may only be removed by heavy polishing, chemical treatment or worse permanent staining and required professional detailing services.

2. Follow the soap manufacturer's instructions for diluting the wash soap appropriately. Check the MSDS always; a quick, simple reading will save hours working to pay for that new paint job.

3. Use foaming soap with a Foam Gun (for garden hose) or Foam Cannon (for pressure washer) to apply the wash soap. Allow a few minutes for the bugs to

soak, then follow up scrubbing with a soft bristle brush, two-bucket wash method.

4. Be careful about your brush scrubbing; realize your body is a pendulum, and often without thinking, we press at the bottom of the action and relieve pressure as the brush extends further up the wing. Look at the flaps and see heavy scratching. You may have developed this habit, or the brush clogs and scratches the surface.

5. An inline water filter can be purchased usually for less than a hundred dollars or a little more. It has enough flow to supply a pressure washer or garden hose and will minimize mineral deposits.

6. Wash as often as you can. A quick foam application with wash soap and pressure wash will generally neutralize the most contamination, leading to easier cleaning. The more buildup and longer the bugs bake, the more applications will be required to reach below the contamination layer, or the more aggressive soap will be needed to remove the bugs and chemicals.

Washing your aircraft is not just an astatic but also plays a vital role in keeping your ag aircraft flying, minimizing costly repairs, and providing you with what you want: time with your family. Stay tuned as we will provide more tips in the following articles.

Time of Prohibition

by Alan McCracken

AgAir Update’s interesting article “Illegal Drone Applications,” published in July, prompted me to think of prohibition when it was forbidden to buy alcohol. However, the “genie” has gotten out of the bottle. Perhaps we can use this as an opportunity to enhance current spraying operations.

For example, over 8,000 drones are spraying in Brazil, with projections for 100,000 by the end of 2023. It shows that there is an interest in using drones for crop spraying, and we must pay attention to why many growers are interested. In many situations, it would be advantageous for an aerial applicator to operate a drone to deal with those small irregular fields where it is difficult or impossible to spray with a high-speed turbine aircraft.

Current labels require drone operators to follow all label recommendations detailed for aerial applications, such as droplet size, application height and boom length. Technically, new labels should be prepared specifically for drone applications since a drone cannot be operated like an ag-aircraft. A number of the larger multinational chemical companies are actively looking at drones, and there is already one label specifically for drone application.

Thanks to the introduction of drones, there is a new opportunity for ultra-low volume applications (ULV). Lowvolume applications were evaluated in the USA in the early 1980s and have been the norm in several countries, such as Argentina and Bolivia, for around half a century. ➤

Previous attempts in the 1980s at using ULV in the USA failed primarily because farmers and applicators used water as a carrier instead of a tailor-made, non-volatile formulation to ensure consistent droplet size and control of evaporation.

In overseas markets where labels are different or not enforced, drone operators have quickly adopted technology used for low volume (LV) and ULV and have proven a wellknown fact that, in most cases, LV can be more efficient in delivering more product to the target crop or pest. This immediately raises the question, “Why?” The answer is straightforward and obvious as the droplet size and volume are tailored to the target; thus, more active ingredients land on target.

From experience worldwide, I have proven all crop protection chemicals are more effective when delivering lower spray volumes to the target. More product on the target means less product lost to evaporation- air pollution, drift, run-off and soil contamination.

The critical requirement for success with low-volume spraying is the use of an adjuvant oil that must fulfill several functions, including;

1. Assist in maintaining a homogenous product mix during spraying

2. Contain adequate emulsifiers to ensure easy mixing with water

3. Contain a sufficient spreading agent to reduce surface tension, enabling more uniform droplet size and enhancing slow droplet spread when it lands on the target

4. Control evaporation to maintain droplet wetness for a minimum of five minutes, preferably 15-20 minutes, for enhanced penetration of the leaf and rapid knockdown of insects.

5. When we have the ideal formulation that meets parameters 1-4, there is no longer any limitation on spraying due to temperature and relative humidity. Throughout South America, the aircraft stops only when the wind stops, or the pilot needs a rest. Many millions of acres are being successfully treated with temperatures as high as 110F and relative humidity as low as 15%.

There are numerous situations where ULV spraying has been the norm and very successful in the USA, including mosquito control, locusts, boll weevil, and spruce budworm in the forests of the USA and Canada. These applications have one aspect in common: non-volatile products or oil are used, and water that suffers from evaporation loss.

Edward Bals, the founder of Micron Sprayers, was an innovative thinker and inventor who looked at the problem from the point of view of the farmer in the developing world. He developed the idea of Controlled Droplet Application (CDA) using spinning disc sprayers for low-volume spray application. This is the principle upon which Micron’s core products are still based.

During the 1970s, cotton production in sub-Saharan Africa was revolutionized by introducing Micron’s ULV sprayers. This allowed farmers to effectively protect their crops for the first time - something previously not feasible with conventional high-volume spray techniques due to the time and labor involved. 1975, only 50% of cotton grown was protected (3% by spinning disc sprayers). By 1984, less than a decade later, 80% of smallholder cotton was protected with 97% sprayed with spinning disc sprayers. There was a corresponding increase in average yield of 65%.

Today’s greater majority of drone applications are very inefficient since operators lack training to use drones. In addition, there is a myth that drones do not produce drift and can be flown very close to the crop for directed applications. The reality is quite different as drones must operate with a cross-wind and can produce more drift than an ag aircraft due to the rotor turbulence.

Most drones today are small, with payloads of 20-40 kgs. However, larger models that carry 80-200 kg payloads have recently been approved. I dread to think about the potential disasters awaiting if there is inadequate training and legislation to direct the use of this equipment. From a technical standpoint, drones are very efficient, with spray volumes of 0.2–0.8 GPA, and many are being used successfully on the following crops: soybeans, cotton, corn, coffee, citrus, grapes and watermelons.

If labels are developed for drones, these labels could be easily adapted to allow any ag-aircraft to apply the same low-volume solution.

Instead of attacking drone operators, I suggest cooperating with them and the chemical suppliers to learn the benefits of LV applications and to develop suitable formulations that can be used to rewrite labels for all aerial applications. As an independent consultant on crop spraying, I believe we have a tremendous opportunity to update product labels and escape from the problems of high temperatures and spray evaporation by developing new formulations tailored to crop and pest targets.

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Top 5 Ways to Build Up Your Soil Health

Click on any major urban area media outlet, and there are a lot of myths out there when it comes to soil health. People may think modern “big ag” farms or “monocultures” are bad, but are they? Today’s modern farmers understand that soil health is the foundation of productive farming. Healthy soil supports robust plant growth and contributes to the

agricultural ecosystem’s overall “sustainability” – a major buzzword. Recent studies have shed light on some of the best practices farmers can adopt to enhance the quality of their soil. Below are some of these practices, backed by scientific research, that are both effective and easy to understand for the casual reader. ➤

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Organic Matter Addition

One of the most emphasized recommendations across agricultural research is adding organic matter to the soil. Organic matter, which can be sourced from compost, manure, or crop residues, is pivotal in improving soil structure. This enhancement in structure subsequently leads to better water retention capabilities and provides essential nutrients to plants. The benefits don’t just stop there. Organic matter also aids in increasing the microbial activity in the soil, which is crucial for nutrient cycling and overall soil vitality.

Crop Rotation

The age-old practice of crop rotation has been given a nod of approval by modern science, farmers and agronomists worldwide. By planting different crops in the same area in sequential seasons, farmers can disrupt the life cycle of pests and diseases, which reduces the need for pesticides or other chemical inputs. However, the benefits of crop rotation go beyond pest management. For instance, legumes like beans and peas have the unique ability to fix atmospheric nitrogen. When these crops are part of a rotation, they enrich the soil with this essential nutrient, ultimately improving yield. Simply put- different crops provide different nutrients to different plants, especially when rotated over the years.

Reduced Tillage

Traditional farming often involves turning the soil over, a practice known as tillage. However, there is so much research to prove that minimizing soil disturbance through reduced tillage or adopting no-till farming practices can have amazing benefits for soil health. These methods help preserve the soil’s structure and organic matter content. Furthermore, farmers can reduce soil erosion and enhance water infiltration by not tilling the soil, ensuring that plants

have a steady water supply. Here are additional benefits of no-till farming when it can be done on specific crops in certain regions.

Biologicals

One of the latest trends or crazes, particularly in row crop farming, is the idea of utilizing biologicals in your field to allow plants to better uptake nutrients. Companies like Holganix Midwest offer 800+ different “bugs” that help plants better uptake nutrients, break down field “trash” or fodder, improve root mass and yield, and focus more on biology and the soil microbe.

Soil Testing

So, how do we know what our plants need? Rather than blanket applications of input products, we can use testing like “Biome Makers” or the “Haney” test to know exactly how our plants are doing. Sending off soil samples gives experts the data they need to help farmers decide their best management practices to maximize input expenses. For example, the “4Rs” is also an excellent way to know when to use fertilizer inputs: the Right source, rate, time, and place. Soil testing is one of the best ways to be a good steward!

The journey to improved soil health is a combination of traditional wisdom and modern science but is always at the forefront of any farmer’s mind. Farmers can ensure that their soil remains productive and healthy for generations to come by adding organic matter, rotating crops, improving biology, testing soil, and reducing tillage. It’s essential to remember that while these practices offer numerous benefits, they should be tailored to specific local conditions, considering factors like soil type and climate. Consulting with local agricultural experts can provide invaluable insights into the best practices for individual farms.

S & T Aircraft Accessories

Mid-Continent Shines in Stop on Agriculture Tour

by Josh Rittenberry

On August 30, Mid-Continent was host to a political delegation of state and federal office holders. Jason Smith, United States Representative and current Chair of the powerful House Ways and Means Committee, made the rounds of Missouri’s 8th Congressional District on a tour of local farms and agricultural businesses. The tour itself ran in conjunction with the University of Missouri Fisher Delta Research Extension and Education Center’s Field Day 2023, an annual event that draws hundreds of spectators from the area. Field Day lends opportunities to

farmers and individuals to take an in-person look at the latest research conducted by the influential institution.

Accompanied by Smith were Missouri Secretary of State Jay Ashcroft and Missouri Treasurer Vivek Malek, who were given a tour of the Mid-Continent facility, where they learned more about the significance of the aviation sector of the agriculture industry. Before departing, Smith and Ashcroft, a pair of aviation enthusiasts, were treated to a spin in the company’s Cessna 182.

REGINA’S PERSPECTIVE

Regina Farmer regina.farmer@chem-man.com

Perspective by Drake!

I want to begin by introducing myself. My name is Drake Martin, and I am the Sales Representative for Chem-Man by Data Smart. I came aboard at the first of the year during the heat of the 2022/2023 convention season, hit the ground running, and haven’t stopped since. This was the beginning of a new career for me, but it was in no way my first

experience with Chem-Man. I had been a user myself for four years before my time at Chem-Man. At an Arkansas Agriculture Aviation Association convention a few years before, I met Mrs. Regina for the first time. While introducing myself and speaking with Mrs. Regina, two different operators I knew well approached the Chem-Man booth.

Each of the two operators was curious about ChemMan, and I felt compelled to share my experience with the program and how much it helped me in my day-today operations. After hearing all I could share, the two operators purchased the program. Even before my time with Chem-Man, I have always been passionate about the Ag Aviation Industry. I have always wanted to share anything I can to make the lives easier for everyone in our industry. The benefits of Chem-Man were easy to discuss because I genuinely believed in the program and how much it helped me while running a flying service. A phrase I said on that day is still a phrase I commonly use when speaking with prospective users, “I wouldn’t have been able to do my job if it weren’t for Chem-Man.”

My time at Chem-Man has been an exciting adventure. I have had the privilege of traveling across the United States and Canada, meeting operators, and helping those operators learn the benefits of implementing our program into their operations. I am still just as passionate about helping people in the Ag Aviation Industry today as I was back then. I take satisfaction when I hear firsthand from the operators I have worked with how much ChemMan has impacted their business. Working for Mrs. Regina has been a privilege as she and I share the same enthusiasm and desire to help operators and improve

their workflow. I cannot say how humbling it is to work for an organization with many talented individuals who genuinely care about the people and businesses we serve. The Chem-Man team is remarkable from our developers, support, and everyone who works so hard to improve an already exceptional product. I want to thank all the operators who have trusted me with their business during my time with Chem-Man. We are fast approaching another convention season, and I am excited to visit old friends and make new ones. When it’s not convention season, I travel constantly to set up new programs and help train existing customers. If you have ever been curious to learn how Chem-Man can help make your workflow easier, save time and money, and help improve the efficiency of your operation, then please reach out to me. And I would love to help. I hope everyone has a safe and prosperous season, and I look forward to seeing you all at your local convention.

Drake Martin

Sales Representative

Cell: 870-842-0065

Drake.martin@chem-man.com

A WING AND A PRAYER

Carlin Lawrence carlin@agairupdate.com

Nothing can Separate Christians from the Love of Jesus Christ

“Who shall separate us from the love of Christ? Shall trouble or hardship or persecution or famine or nakedness or danger or sword? As it is written: “For your sake we face death all day long; we are considered as sheep to be slaughtered” (Romans 8:35-36). Nothing can separate a Christian from Jesus Christ’s love for us, not even the worst problems of our earthly life nor the worst sins we commit in our earthly life— not even our physical death. God said to the people of Israel, “I have loved you with an everlasting love” (Jeremiah 31:3). Nothing can break the bond of love between Jesus Christ and His church. Jesus Christ’s love for us is more certain than that the sun will shine tomorrow morning. Someday we will not need the sun (Revelation 21:23, 22:5), but Jesus Christ will still love us. If you ever doubt Jesus Christ’s love for us, just remember, He died for sinners like you and me (Romans 5:6-8).

Then Paul said, “No, in all these things we are more than conquerors through Him who loved us” (Romans 8:37). Christians have the temptations of our sinful nature, the temptations of this sinful world, and the temptations that Satan throws at us. Christians have physical sicknesses, physiological struggles, family problems, financial struggles, and many other problems. But we don’t walk around with a defeated attitude, we come out boldly, living a godly life and witnessing for Jesus Christ. How? By faith we believe that every problem is refining us and making us spiritually stronger. By faith we hate sin and love righteousness, because we see how sin destroys people’s lives. By faith we yield our earthly body to be controlled by God’s Holy Spirit. By faith we take up the whole armor of God, so we can withstand all the attacks of our sinful nature, this evil world, and Satan (Ephesians 6:10-20). “Without faith it is impossible to please Him, for he who comes to God must believe” (Hebrews 11:6).

Peter and John went to the temple to pray and God used them to heal a lame man. The people gathered around, and Peter began to preach about Jesus Christ. The Pharisees and Sadducees heard about the healing and preaching, and had Peter and John arrested. These Jewish leaders questioned John and Peter about how this miracle was performed, and Peter, filled with the Holy Spirit, said it was Jesus Christ who healed this man. These Jewish leaders couldn’t deny the miracle, but they told the apostles not to speak in Jesus’ name again (Acts 4:1-18). Peter said, “Whether it is right in the sight of God to listen to you more than to God, you judge. For we cannot but speak the things which we have seen and heard” (Acts 4:19-20). After they were released the apostles prayed, “Lord, look on their threats, and grant to Your servants that with all boldness they may speak Your word…And when they had prayed, the place where they were assembled together was shaken; and they were all filled with the Holy Spirit, and they spoke the Word of God with boldness” (Acts 4:23-31).

God kept doing wonders, miracles, and healings through the apostles, and the high priest had them put in prison, but God’s angel set them free and they went back to preaching in Jesus’ name. The apostles were brought before the Jewish leaders and the apostles were told not to preach in Jesus’ name again, and Peter said, “We ought to obey God rather than men…The apostles were beaten, and they went away rejoicing that they were counted worthy to suffer for Jesus Christ” (Acts 5:1242). These apostles were led and empowered by God’s Holy Spirit and their faith in Jesus Christ never wavered. “Christians are kept by the power of God through faith for salvation ready to be revealed in the last time” (1 Peter 1:5).

be taken prisoner if he went to Jerusalem, Paul said, “I am ready not only to be bound, but also to die at Jerusalem for the name of the Lord Jesus” (Acts 21:13). The only way this evil world can keep a man like the apostle Paul from teaching the good news of Jesus Christ is kill him—which is what happened. But Paul’s words lived on in the Bible!

Is your relationship with Jesus Christ just a dull habit of going to church on Sunday? Or is your love for Jesus Christ passionate and demonstrated in your everyday life? Are you afraid you will lose your earthly riches, power, prestige, and importance if you are a powerful witness for Jesus Christ? If your love for Jesus Christ isn’t growing every day, then it is becoming less every day. If your love for Jesus Christ is based upon keeping religious rules it will eventually die out. But if your love for Jesus Christ is driven by the power of God’s Holy Spirit it will be a raging fire, and nothing can put it out. Jesus said, “If anyone desires to come after Me, let him deny himself, and take up his cross, and follow Me (Matthew 16:24). Henry Martine said, “O that I were a flame of fire in the hand of God.” “For we must all appear before the judgment seat of Christ, that each one may receive the things done in the body, according to what he has done, whether good or bad” (2 Corinthians 5:10).

NTSB REPORTS Accident Synopses

Accident Number: CEN23LA197

Location: Gueydan, Louisiana

Date: May 22, 2023

Aircraft: GULFSTREAM-SCHWEIZER A/C CORP GULFSTREAM AM G-164B (A1); GULFSTREAM-SCHWEIZER

A/C CORP GULFSTREAM AM G-164D (A2)

Injuries:None

The two airplanes were conducting agricultural operations at a private airstrip. The pilot of the landing airplane reported that, while airborne, he noticed the departing airplane was being loaded at the tender truck. The pilot of the landing airplane estimated that he would have enough time to land and clear the runway before the departing airplane was finished loading.

The pilot of the departing airplane reported that after loading, he positioned his airplane on the runway and began his takeoff roll. Meanwhile, the pilot of the landing airplane touched down in the opposite direction of the departing airplane. The pilot of the landing airplane reported that while he was slowing down on the landing roll, he looked over his airplane’s hopper and noticed the departing airplane rolling toward him. The pilot of the landing airplane attempted to veer out of the way of the departing airplane but was unsuccessful. The left wing of the landing airplane struck the left wing of the departing airplane. The landing airplane sustained substantial damage to both left wings, the fuselage, the horizontal stabilizer, and the elevator. The departing airplane sustained substantial damage to all four wings and the fuselage. Both pilots reported that there were no preimpact mechanical failures or malfunctions with the airplanes that would

have precluded normal operation. Both pilots reported that neither made a radio call announcing their intentions.

Probable Cause and Findings — The National Transportation Safety Board determines the probable cause(s) of this accident to be: The failure of both pilots to see and avoid each other resulting in a collision on the airstrip. Contributing was the pilots’ failure to announce their intentions over their radios as they were taking off and landing.

Accident Number: CEN23LA202

Location: Wright, Louisiana

Date: May 25, 2023

Aircraft: GRUMMAN ACFT ENG CORSCHWEIZER G-164B

Injuries: None

The pilot reported that before his 12th aerial application flight of the day, the airplane was overloaded with fertilizer due to faulty ground loading equipment. Knowing the airplane was overloaded the pilot decided to dump some of the fertilizer over the grass strip during takeoff.

As the airplane reached the point on the grass strip that he felt he could safely stop, the “airplane felt like it was wanting to fly” so he continued the takeoff. As the pilot turned toward the field that he intended to apply the fertilizer to, the airplane settled and impacted in a field.

The airplane sustained substantial damage to both wings, empennage, and fuselage, and the engine separated from the airframe. The pilot reported that there were no preaccident mechanical malfunctions or failures with the airplane that would have precluded normal operation.

No Title 14 Code of Federal Regulations Part 137 certificate was found for the operator

and there was no record of a knowledge and skill test for the pilot as required by 14CFR 137.19.

Probable Cause and Findings — The National Transportation Safety Board determines the probable cause(s) of this accident to be: The pilot’s decision to takeoff with the airplane overloaded which resulted in the airplane settling and subsequently impacting terrain.

Accident Number: CEN23LA212

Location: Light, Arkansas

Date: May 29, 2023

Aircraft: GRUMMAN ACFT ENG CORSCHWEIZER G-164B

Injuries: Minor

The pilot reported that on departure, the airplane settled to the ground and struck a levee. The airplane came to rest upside down in a field about 100 feet from the point of impact. The airplane sustained substantial damage to the wings, fuselage, horizontal stabilizer, and vertical stabilizer. The pilot reported that there were no preaccident mechanical malfunctions or failures with the airplane that would have precluded normal operation. The accident occurred shortly after takeoff from a private turf/dirt strip used only for agricultural operations. The pilot reported that the airplane was about 320 pounds below its maximum gross weight of 6,070 lbs., that the density altitude at the time of the accident was about 2,000 feet msl, and that he turned “a little premature” after taking off with a full load of fertilizer.

Probable Cause and Findings — The National Transportation Safety Board determines the probable cause(s) of this accident to be: The pilot exceeding the climb capability of the airplane during takeoff which led to it settling into the ground.

LOW & SLOW

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

The Early Days Down South — Chapter One continued…

The dusting division lasted until 1966, long after Delta Air Lines became world renowned. Finally, management decided to dispose of the agricultural division. It seems somewhat significant that this termination of Delta's dusting division coincided very closely with the deaths of C.E. Woolman and Bert R. Coad. They had finished their work and had done their jobs well. As long as the dawn is shattered by the whine of an ag plane as it slides down the sky for the first run of the day, these two men and their contributions will be gratefully remembered.

The fact that Delta and Huff-Daland Dusters somewhat monopolized the agricultural aviation industry in the 1920s does not mean that ag flying activity was not taking place in other areas. Between 1923 and 1930, a great many individuals and small firms were experimenting with the new art. Most of this experimentation was confined to the cotton-growing

South, the Rio Grande Valley, and California's farming valleys. Then it began to spread first through the Delta cotton country, along the Mississippi River in Louisiana, Mississippi, and Arkansas.

A number of young barnstorming pilots attempted to enter the business, including Jesse Orval "Dock" Dockery of Stuttgart, Arkansas and his pilot friend Allen Scott of Texas. Both young men were more-or-less"self-taught" pilots. Dockery soloed in 1922 at about 13 years of age!

A barnstorming pilot, Barney Flowers, flying an old Standard with a four-cylinder Hall-Scott engine, landed at Stuttgart on his way to Texas and hired young Dockery to guard his airplane while he attended to some matters in town. In payment for this service, Flowers took Dockery for a ride to Texas and back - some seven or eight hours of cross country flying.

Delta Air Service dusters stand ready at Selman Field, Monroe, Louisiana. Photo courtesy of Delta Air Lines, Inc.t

Dockery says that "naturally" he followed through on the controls and watched carefully everything that Flowers did, but that he never actually flew the airplane. Returning to Stuttgart, Flowers again left the ship in the boy's care. On a dare and with the assistance of his brother Alfred and some other younger helpers, Dockery cranked up the old Hall-Scott and proceeded to taxi it around the pasture showing off.

"To my utter amazement," he recalls, "that old slow Standard suddenly took to the air and it was up to me to get us all down alive! I flew around Stuttgart for about 10 minutes or so and then sailed in low over the pasture fence, shut off the throttle, and just sat there praying that we would all get down in more-or-less one piece! Somehow it happened. In fact, I made a pretty damn good landing!" From that day on, Dockery was hooked and began a barnstorming career that took him all over the South and introduced him to all of the old aircraft and pilots.

In 1926, Jimmy Finklea of Leland, Mississippi, who was later to become famous in the dusting business, came to Stuttgart to take flying instruction from a pilot named Jimmy Barwick. Finklea had procured a Standard SJ with a Hisso engine, but couldn't fly. He told Dockery and Allen Scott about the heavy leafworm outbreak at the Delta and Pine Land Planting Company at Scott, Mississippi, relating that the farm manager had not been able to get airplane service since the Huff-Daland units were out of the area.

Dockery and Scott persuaded Jimmy Finklea to allow them to install a hopper in the Standard. They removed the front seat, moved the gas tanks, and added a hopper of sorts with the dispensing outlet simply a tube issuing directly through the cockpit floor. No spreader was installed and no sealing done around the outlet! ➤

Ag aviation pioneer J.O. Dockery standing by his Clipped Wing Standard with Curtiss OXX6 engine in 1925. Photo courtesy of J.O. Dockery.

The boys flew the airplane to Scott, where the worms were defoliating the cotton. They loaded the hopper with calcium arsenate and flipped a coin to see who would take the first load.

Dockery won and took off, sailing low over the cotton. He opened the hopper gate and released the dust, but with no sealing around the outlet, most of it billowed up through the cockpit, virtually blinding the surprised pilot. Nevertheless, Dockery and Scott dusted all of the fields. According to Dockery, barometric conditions were just right, the dust spread and settled over the fields, and a perfect kill occurred! The farm manager was completely satisfied and so were the pilots. Later, the hopper outlet was improved and Dockery and Scott were able to do some fairly creditable aerial application jobs without becoming completely contaminated! ➤

Allen Scott (behind the aircraft) was an ag aviation pioneer. He was one person responsible for introducing Jimmy Finklea to agricultural aviation. The plane is an early Waco duster. Photo courtesy of J.O. Dockery of Stuttgart, Arkansas.

J.O. Dockery Air Service, Stuttgart, Arkansas, fleet shown by hangar right after WW II. Photo from J.O. Dockery.

The little city of Leland, Mississippi was knee-deep in July when Edgar Hobbs and I rolled across the bridge over Deer Creek and parked in front of the now longdefunct Leland Hotel. Heat monkeys danced off the concrete and the streets were somewhat deserted, Leland's inhabitants being comfortably situated inside their air-conditioned homes and offices, disdainful of the oppressive heat that is a part of the flat Delta country that surrounds the town.

Deer Creek is a scenic little waterway that meanders through Leland, Mississippi. It is a lovely stream-dear, clean, studded with ancient cypress, oak, and native pecan, and landscaped to perfection all along its banks that provide frontage for some of the town's most beautiful residences. Children play along its shoreline and even fish in the unpolluted water that abounds with bream and catfish. In the winter, especially around Christmas, Deer Creek is even more attractive. Its entire course is decorated in traditional splendor, and a barge with Santa Claus aboard floats on its waters.

Around Leland lie the farmlands. They are flat, alluvial Delta plain, very fertile, and famous for cotton production. "Deer Creek Sand" is a recognized soil type, possibly the most productive cotton land in the world; a deep, black sand-loam that extends all through the Delta, following the winding course of the creek itself. Unhurriedly, it winds its way past quiet little towns with picturesque names like Arcola, Hollandale, Auguilla, Nitta Yuma, Panther Bum, Valley Park, Onward, and Redwood, finally terminating near Vicksburg on the banks of the Mississippi.

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Aircraft - Ag Cat

Relisting! The sale fell through. 1989

Super B Fat Cat, super 6 engine, 500 gallon, 11,166 TT, 1189 since hot, 188 IRAN, hydraulic spray system, air conditioning and heat, wing extensions, servos, night lights, E/I digital gauges. $220K. Call 509-520-8267.

AAU3815

For Sale: Three Ag Cats, 1340’s 0-720 hrs. All engines Younkin overhauled, all have oil filters, A/C, GPS, Transland sub tank, and gate box. Current annual upon purchase. Call 979-234-7725

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.

1979 Schweizer G-164C Serial #43C rebuilt at Storm Aeronautics. Less than 2,000 hours total time on airframe since new. Includes everything in the photo. $150K Call 402-367-3213. AAU1891

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Classifieds Starting at $19.99 Phone / Fax: 478-987-2250.

N8289K - Model: G164-B Tach: 3664.8

S/N: 648B Manufactured Date:1/29/80

Last Annual: 4/20/23 To Date 261.6

TAF: 16,215.35 Motor: PW R-1340-ANI

S/N: 100095 SMOH: 1221.3 TTIS:

10,273.5 Prop: H.S. 22D40

N4630 - Model: G-164A S/N: 1176

Model Date: 12/09/73 Last Annual: 10/2022, T.T.: 5347.27 NO

ENGINE. Call John Carrion at +1 (530) 790-5664. AAU1967

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790-5664. AAU1566 1983 Grumman Ag Cat,N3626G, 9335TT, M601E, Avia Prop. Long range fuel, dual bottom load fuel, right boom shutoff, custom recessed dash, MVP50 instrument panel, Hershey wing tips, rudder servo, Frakes aileron servos, elevator servo, heavy gear, stainless tw, COM radio, CPnozzle/ck valve/swivel, 38 gatebox

N2236F - Model: G164 Super B

Tach: 3129.3 S/N: 807B

Manufactured Date: 4/19/88 Last

Annual: 1/17/23@2900.1 = To Date

229.2 MOTOR: P.W.R 1340 AV-1

Super 100 S/N: 13734 SMOH: 983.9

TTIS: 13,075.5 PROP: H.S.

22D40-507 S/N: E5456 Blade

Model: AG 200-2 SMOH: 472.0 TT:

7198.0. Call John Carrion at +1 (530) 790-5664. AAU1566

1978 G164B model Ag Cat, TTAF 14,392, Geared 1340, 1575 SMOH, 700 SIRAN by Tulsa, Hamilton Standard Prop, Prop AD Due at 8/2024, 80 Gallon fuel, Single Point Fuel, 330-gallon hopper, Lane Fan, Electric Fan Brake, Transland Pump, SS Booms, CP nozzles, Garmin Comm Radio, ANR, Ag Nav Guia with flow control, Prop Balanced 6/23/2023, $80,000 Contact Patrick Andrews 229-359-0710 Aircraft currently working. AAU2544

N48452 - Model: G-164-B Tach:

262.4 S/N: 24B Manufactured Date: 11/23/82 Last Annual: 4/26/23

COMPLETE RESTORATION TAF:

16,322.4 Motor: PW R-1240 AN-1

H40 S/N: ZP-105082 Installed

4/15/23 at 0 SMOH: 589.0 TTIS:

9,769.9 Prop: H.S. 22D40 S/N:

85220 B/D: AG 200-2 TSO: 1809.9

TSN: 6567.4. Call John Carrion at +1 (530) 790-5664. AAU1533

1978 C Model Ag Cat, A/C, Super 6 Garrett Engine, SATLOC M3, 500-gallon hopper, Agrinautics spray system, and Breckenridge spreader. Call Jack for more details at 530682-6740

1976 B Model Ag Cat, -1 Garrett Engine, SATLOC M3, 330-gallon hopper, 38-inch gate box, Agrinautics spray system, and Breckenridge spreader. Call Jack for more details at 530-682-6740

Special “Pair” pricing for two Super-A+ Queen-Cats, 350 Gal TL combos, 80-fuel, B-Cabins, TST, Ext’d wings, W-A, DF-Smoke, ES. Your certified power-pkg FWF. $135K each, $250 both! American Agviation / Ag Cat Sales & Services since 1971, 870-886-2418 (2489 fax) frank. kelley@ag-cat.com

Ground up Super B AgCat rebuild Firewall aft complete aircraft. This does not include the power plant or engine STC. The estimated completion date is April 1st. This is as close to a new AgCat complete airframe out there. 400-gallon hopper, Long Range Fuel, Raised Wing, Heavy Gear, and Tail Spring. $355K Call Storm Aeronautics for details 402-367-3213

Various Ag Cat Spares available. Please contact us for the price at spares@ orsmondaviation.co.za +27 58 303 5261 or visit our website at https:// orsmondaviation.co.za/

QueenCat In Progress - S/N 566B Super B+ Mods, ready for Garrett or P&W Turbine, 400-gal, 120-fuel, hi wings, heavy struts & wires, T.S. Tail, Heavy Gear, TL DAF Combo. $290K (YOUR FWF) AmAg, 870-8862418/2489F 870-759-1692 Cell frank.kelley@ag-cat.com

1975 Grumman G164A Ag Cat, N7496K, 6102.7 TT, Pratt & Whitney R-985-AN14B 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. AAU6600

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. servicerun. 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

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

Air Tractor AT-301

1986 AT-301 Airframe Only - Parting Out, Approximately 5700 TTSN. NO ENGINE. AT-301 Wings, Tail Feathers, Airframe, Firewall Foreword Less Engine/Prop, Gauges, Gear legs, Hopper, STD Gate Box, Booms, Boom Hangars, Pump, Valve & Plumbing, etc., Flaps, Ailerons Call Farm Air for more information at 309-759-4646

AT-401

1996 AT-401W, TTAF 4200, TTSEOH 624, TTSPOH 590, spars inspected and good to 8000hrs, CP flat fan with swivels, SATLOC Bantam with IntelliFlow, bottom load fuel, 2” bottom load, Vortex generators, Walter Turbine has a new overhauled FCU. $630,000 Call Ryan at 403-901-8979. AAU9465

AT-402

1981 AT-301, N2367C, S/N: 301-0412, TTAF: 15734.8, Tach: 1220.5, Wings: New spars installed by Air Tractor Certified Repair Station (Zero time), Paint: 8 yrs. P&W

R-1340-S3H1-G, S/N: ZP-104037, TTE: 10353.8, SMOH: 128.8,

Propeller: 3 Bladed, Hydromatic Propeller, Manufacturer: Hamilton

Standard, Model: 23D40-311, TT: 1220.5, TSOH: 128.8, Miscellaneous, SATLOC M3, Smoker, Night Work Lights. $105K Call Neal Aircraft at 806-828-5892. AAU4121

1999 AT-402B, N15967, TTAF 8619.3 hrs., PT6A-15AG TTE 9621.3, Covington light O/H at 6500, SATLOC Bantam w/G4 screen, Flow Control, A/C, Heat, Garmin G-5 attitude indicator, Smoker, CP3 nozzles, Transland 10 van, Lane electric fan brake, Hopper rinse tank, 9047 TT remaining on wings. Very clean aircraft. Call Mid-Continent Aircraft, Hayti, MO, 800-325-0885 www.midcont.net. AAU1106

1997 AT-402B -15, N5006K Clean, well maintained, good looking Mid-Western AT-402B. TTAF 7567, PT6A-15AG, TTE 9750, 3695 SIRAN, 1072 SHOT, Wings spar due at 13,673 hrs. - 6106 hrs. left. 3700 hrs. since being refurbished by Georges Aircraft. This included hopper refurbishment, new paint with SS fasteners, new windshield and door glass, and skins replaced as needed. SATLOC Bantam, Lane brake, Hatfield fuel system, Reabe Hopper gauge, AmSafe airbags, Storm cutters, and VG’s. This is a good flying load hauler of a 402 and the favorite of my fleet. The only reason I am selling is because I recently moved into 602s and unfortunately no longer need her. Please see the attached airframe logs. Engine and Prop logs upon request. $510K Call or text Waylon Woods, Woods Aviation, at 308-224-6283 or email waylon@ woodlsaviation.com. AAU1717

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Classifieds Starting at $19.99 Phone / Fax: 478-987-2250.

AT-502

1990 AT-402 AFTT- 10993, Hobbs 6363.8, (Wings due in 9800 Hours) Engine TT 20859 hours. TSO- 6230.5 hours PT6A-34. Zero time since hot section inspection. Prop TSO 1286 hours. 1 season on new SATLOC G4 GPS with L7 lightbar. AFS check valves, CP11 nozzles. Smoker, single-point fuel, hopper rinse. Current annual. Clean airplane. Call Chad at 419-2354182 $430,000 Email niese.0372@ gmail.com. Located Ottawa, Ohio 45875. AAU2213

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

Almost new 502XP, 437 hrs total time. Garmin comm and transponder with ADSB out. Turbine Conversions center point fuel. AgPilotX with flow control. Wingman, Storm cutters. Owner-flown and dealer-maintained. Call Paul Bruton at 979-541-7864

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. AAU1902

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. AAU1686

2005 AT-502B, Serial Number 2576, PT6A-34AG Serial Number PCE-PH0329 902 since light overhaul, 3695 TTAE, 170-gallon fuel, single point fuel, smoker, Lane electric brake, SATLOC Bantam with flow control, PS Engineering PAR200A com radio, complete log books. $629,000. Call Neal Aircraft at 806-828-5892. AAU1985

2015 AT-502B, N3081V, Optional

Equipment: Stainless Steel Cam Locks, Wingman, Bantam w/Flowcontrol, Smoker, Electric Brake Gr. Adj., & Hatfield Single Point Fuel, Fresh HSI & Annual. Call for Price. +1 (870) 295-6213. AAU1046

AT-602

Operator owned & flown- 1997 AT-602 PT6-60, Completely redone! New style cockpit, new style GPS Dash, new fuselage added 3960 hrs. ago, new belly skins, 1322.6 hours on new landing gear, an extensive hot section in 2022 - 550 hours ago, TTAE and Prop 11,656.9, 10” Vondran Hydraulic Gate, SATLOC Bantam w/G4 screen & L7 Light Bar, Flow Control, AFS Booms, Check Valves, Spreader & Pump. Ready to work. Currently working - hours will change. Call Brandt Bottoms at 870-329-3388. AAU1246

1997 AT-602 -60AG, N5045S - As of 7/5/23 Hobbs 1355.6, Engine: TT 11,355.6, TSIRAN 2277.0 by RT Turbines, TSHOT 998.8 by George’s Aircraft, FCU installed in 2018 996.1 since installed. Prop: TT 11,355.6, TSIRAN 998.8, TSOH 2277.0. TTAF 11,355.6. Spars done at 6643.1 by Frost Flying, Spars next due at ACTT 13,143.1 = 1787.5 hrs. left till replacement. New main gear in 2017 at Hobbs 9629.8, New engine mount in 2021 - no AD’s, Storm Shield in 2020, New Turtle Deck in 2023, New Kawak throttle quadrant in 2023, New Rebe hopper gauge in 2023, All new A/C hoses, condenser and dryer in 2022, Load Hawg. $625K Contact Aaron at aaron@advantageagair.us

2016 AT-602 with 3400.1 TT, fresh hot last winter. Working now and includes a spreader and wingman. Contact Aaron W Peterson at aaron@ advantageagair.us

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 605-350-4536 for details.

AT-802

2016 AT-802A -65, N8011N, TTAE 4800 hrs. No damage history and no timber. Includes G4 flow control, CP11 Nozzles, Wingman. At 3532 HOBBS, new CT blades, vane, and overhaul ducks & seals, fuel pump and FCU at RT Turbines totaling $232K. Airframe annual at Frost Flying totaling $125K. Asking $1,030,000. Call Al Patrick at 870-510-6882

1997 AT-602 - TTAF 12057.8, Pratt & Whitney PT6-45AG S/N

PCE84148 Total 31416.8 TSMO

16375.1 TSHOT 0 Propeller, Gearbox, overhaul 678.4, FCU overhauled 0, Propeller Hartzell HC-B5MP-3D S/N EVA-214 Total 7202.8 TSMO 3347.5, Wing spars have 1512 hours remain. 989-7630195. AAU1884

2019 Dual Cockpit 802, 2675 hrs TT engine and airframe. -65AG. Dual Cockpit single controls. Hatfield fuel. 308-gallon tanks. Wingman. G4 with flow control. Comm radio with audio panel. Sold with fresh hot and IRAN propeller. $1,375,000 Call Scott 573-380-40132018

2004 AT-602, Aircraft has Air Repair hydraulic gate, G4 GPS, Reabe hopper gauge, new IntelliFlow 3 in flow control, new batteries, overhauled starter generator, new tires & brakes. Engine power section overhauled at 7938.3 hrs, fresh hot section, 1st stage PT blades replaced at 5792.6 hrs, PT stator replaced at 6292 hrs, CT blades replaced & guide vane overhauled at 7788.8 hrs. Overhauled prop w/new blades due to prop strike. Landing gear replaced at 5792.6 hrs. $700K Call Wade Porter at 530-570-9412. AAU1199

2018 AT-802A, 3214 TT, -65AG, fresh annual, fresh HSI and blade stretch test, Landing Gear replaced at last annual, fresh paint on belly and tail, 308 fuel, Hatfield single point fuel, SATOC G4 with flow control, Wingman. $1,300,000 Call Neal Aircraft at 806-828-5892. AAU2095

2016 AT-602 with 3400.1 TT, fresh hot last winter. Working now and includes a spreader and wingman. Contact Aaron W Peterson at aaron@advantageagair.us

2017 AT-802AG, P/W PT6-65AG, Est. 4600 hours (now working / available Oct. 1st) Recent significant engine work (logs on request) Vondran Hydraulic gate, Wingman, Smoker, Factory air and heat, Lane brake, 302 fuel with Hatfield system, Cp-11 nozzles. $1,200,000 with fresh hot or $1,250,000.00 fresh hot and annual. Call 870-501-1136. AAU7709

Late model, low time, AT-602. 2018. 3600hrs Total Time. G4, center point fuel, AFS check valves, CP flat fans. Call 979-541-7864. AAU5964

2020 AT-802A, N8043F, Optional Equipment: 308 Gallon Fuel, Elec. Brake Gr. Adj, Smoker, G4 w/Flowcontrol, 5” Air Repair Hydraulic Gate, Stainless Steel Cam Locks, Fast Start, Storm Cutters, Wingman & Single Point Fuel, Fresh HSI and Annual. Call for Price. +1 (870) 295-6213. AAU8011

2016 AT-802A -67AG, Clean northwest airplane. Available September should have approximately 3,300 hours at that time. Currently 3,000 hours. Always hangared. MVP-50, Stainless cam locks, 308-gallon fuel, night lights, dual bottom load valves. No damage history. Video borescope and propeller balance done every annual.

$1,400,000 Contact Steve 509-750-9633. AAU3785

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Aircraft - Cessna

Clean 1974 Cessna 188B with super boom, wind-driven pump, super boom (60ft swath), Leading Edge cuff, and new SATLOC Bantam GPS system. TSMOH 849, Airframe 9681. $112,000 Call Wyatt at 785-614-3548 or Travis at 785-738-7437. AAU6378

1968 Cessna 300 HP Ag-Wagon, 7075 TTSN, 1174 SFREMan in 2009, IO 520, 1350 on New PROP, Lite Star GPS, STOL Kit, Airfoil Booms w/CP nozzles, Crop Hawk 4100, Dual bottom loads, Weath Aero Fan, Fresh Annual with purchase. May of 22, $10,000 annual with cables. Awesome flying airplane. $79,000 Jacob Hoffner at 605-661-7525. AAU4696

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.

Aircraft - Piper

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/ AAU1247

1998 Thrush S2R/400G -1 Super Airframe: Diet Thrush Approx. 5820 hours

1975 C-A188B Ag Truck, AFTT 4505.3

IO-550 Engine 120.1 TTSOH, Prop 120.1 TTSOH, AgPilot X GPS, Ag Pilot X Flow Control, Hydraulic Pump, CP11-TT Nozzles, CP Swivels, Cutters, KY 97A TSO VHF, Kenwood FM transceiver, Landing lights, Smoker New 2021, Dry Brake bottom load, Newer streamline booms, Fresh Annual. Asking $210,000 Call/Text Shaun at 403-795-8245 or email shaun@ kinniburghspray.com. AAU1864

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. AAU1843

1978 PA-36-300 Piper, N3787E, TTAF 45590, Lycoming Engine TIO-540, TTE 1851.0, Hartzell Propeller TT 1946.0, Spreader, Boom & Nozzles, 86 Gal Fuel, SATLOC GPS, Time left on wing spars 3656 hrs. Annual 4/1/21. See spec sheet for details. $75,000 Mid-Continent Aircraft, Hayti, MO, 800-325-0885 www.midcont.net

1982 Piper Super Cub. Lowest time Piper built Cub on the planet, 650 hours TTSN, 0 SMOH, Stits Fabric, beautiful paint, Com Radio, L3 Lynx transponder with ADSB in-out with touchscreen weather, traffic. $155,000 Call Sun Valley Aviation at 956-421-4545

TT (840 Time since factory Wing Spar cap kit installed over). Engine: Garrett -1 (Super conversion) with Roughly 1220 hours Since Hot Section (Arkansas Turbines) fresh fuel nozzles, Recent FCU Overhaul, Recent Starter Gen Overhaul. Propeller: Hartzell 3 blade 840 SMOH. Equipment: AG pilot X GPS with Flow control, 400 Gallon Hopper, Reabe Digital hopper gauge, Large fuel (Approx. 190 Gallons), Single Point bottom load Fuel, Shadin Fuel Flow Meter, uAvionix AV-20 EFIS attitude indicator, Garmin Comm with Stratus ADSB, Electric Fan Brake, AFS Booms/Check valves/CP nozzles & SS ball valve, Smoker, Hopper Rinse system, Vortex Generators (ATS), Dual Landing lights, NAV / Strobe lights, Windshield wiper/washer, Air conditioning, 48V Starting system, Tinted windows installed, NEW Mesh seat, NEW tailwheel spring, And MORE!!! Aircraft can be sold with a fresh Annual! Asking $425,000. Please Call ASI Jet Sales at (320) 587-7615 for more information! *Specifications subject to verification upon inspection by purchaser. AAU1739

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. AAU1157

Aircraft - Dromader

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Cessna 185, N185HR, Model: A185F, TTAE: 475 original hours. Comes with fresh annual. Make offer. Located in Springfield, Colorado. Call Neal Aircraft at 806-828-5892. AAU1969

Get Serious About Selling

Classifieds Starting at $19.99 Phone / Fax: 478-987-2250.

Order your Clipped J3 Cub Pen and Ink Drawing from our DeSpain Collection today for only $59.99 plus S&H. Call 478-987-2250

Aircraft - Thrush

2019 510P-34 Thrush, Currently working, TTAE 1750, Loadmaster 4-blade Prop, SATLOC G4, Air Repair Hydraulic Gate, Standard Booms, Load Hawg, Smoker & Rinse Tank. Well-maintained great flying airplane. Available Oct/Nov or possibly earlier w/fresh HSI & annual. $1,100,000 Call Carlo or Felicia at 870-3554006. Will consider any offer. Expecting 200 more hours. AAU6923

2018 510G-H80 Thrush, Currently working, TTAE 2400, SATLOC G4, Air Repair Hydraulic Gate, SS Booms & Hangers, Load Hawg, Smoker & Rinse Tank. Well-maintained great flying airplane. Available Oct/Nov or possibly earlier w/fresh annual. $700K Call Carlo or Felicia at 870-355-4006. Will consider any offer. Expecting 200 more hours. AAU1823

1989 S2R-T34 Single Cockpit, N3097K, Serial number T34-115, 17,000 TTAF/ engine, OH Prop 5/22, 12-9-2016 Century Wing Spars installed, 9/10/18 Micro Vortex, Generators, 2020 Paint, Load Hawg, Engine work done by R.T Turbines at 14,799.3 hours, 2020 R.T. Turbines new V-ring, blades. $350K Call Kent Croom at Croom Aviation, LLC at 229-524-1134 croomaviation@gmail. com. AAU1718

1991 S2R-T34 Thrush, N672EH,

11,349 TTAF, PT6A -42 engine, TSO 3583.6, Load Master 4-blade propeller, Power Pressure Cowling with Quick Change Power Filter System, GPS SATLOC M3, Flow Control, IntelliFlow, Spray Pump, Booms, Winglets, New Paint. Call Turbines Inc at 812-877-2587. AAU3784

1973 Thrush S2R, TTAF 10,100 hrs., Walter M601-E11 0.00 SIRAN, Avia V508EAG Prop 0.00 SIRAN, March 2022 annual. 2700 hours remaining on Wing Spars. 1000 Since Eddy Current. Metal Tail, Harbor AC, Smoker, SATLOC Bantam w/G4 screen, Single Point Fuel, CP flat fan nozzles, AFS Check Valves, Transland Pump with electric brake, Shadin Fuel Flow, New Tires, and New Front Windshield. $160K Call John Lott at Souther Field Aviation at 229-924-2813. AAU5563

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. AAU1111

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Classifieds Starting at $19.99 Phone / Fax: 478-987-2250.

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

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

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. AAU1234

Aircraft - Weatherly

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Aircraft - Other

2013 S2R-H80 Thrush, N3046N

- Airframe only! 3600.0 TTAF Make an offer, very motivated! MidContinent Aircraft, Hayti, MO 800-325-0885 www.midcont.net

1961 Snow S-2C, N9469R (Forerunner of Air Tractor) Serial No.: 1106C, TTAF: 2,374.2 Hours, P&W R985, Time SMOH: unknown, Propeller: Hamilton Standard variable pitch. Notes: Previous owner (crop-duster pilot) deceased Sept. 2022. Airplane was always hangared. Unused since 2018, parked in rural hangar in the West Texas semi-arid climate (dusty but not rusty).

$35,000 OBO Call Neal Aircraft at 806-828-5892. AAU1842

1962 Snow S-2C, N1607S (Forerunner of Air Tractor) Serial No.: 1148C, TTAF: 2,358.1 Hours, P&W R1340, Time SMOH: unknown, Propeller: Hamilton Standard variable pitch. Notes: Previous owner (crop-duster pilot) deceased Sept. 2022. Airplane was always hangared. Unused since 2018, parked in rural hangar in the West Texas semi-arid climate (dusty but not rusty). $40,000 OBO Call Neal Aircraft at 806-828-5892. AAU1948

Aircraft - Helicopters

Engine - Turbine

2007 RV8, 311 Hr Since New, Lycoming IO-360 Engine, 1882 Hrs SMOH, Hartzell Prop, ICOM 210 Radio, Beacon. $130,000 Call Bruce’s Flying Service at 229-3083017 or 229-725-4150. AAU1283

1956 Call-Air A-4 N6046C Serial No: 159, TTAF: 1,015.2 Hours, Lycoming O-320, 150 HP, Time SMOH: unknown, Propeller: McCauley fixed pitch. Notes: Previous owner (crop-duster pilot) deceased Sept. 2022. Airplane was always hangared. Unused since 2018, parked in rural hangar in the West Texas semi-arid climate (dusty but not rusty).

$12,500 OBO Call Neal Aircraft at 806-828-5892. AAU2122

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. AAU9008

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.

Dual Cat: Bell 47G4A 11550 ACTT, 468 Since 1200 insp.VO-540 B1B3 508 SOH, Hi-domes, Brackett filt, No-Bar, Tex sprag, Fix.Elev, Duals, Jasco Alt. Air Wolf Oil filt, APU, Hooker Har. Bruce custom covers, LED nav/bcn, “0”Since 300 hr Grip insp. new R/L side door windows with sliders, Specs upon request, too many new parts to list. $180,000, Isolair B3600 sys. Available with Hyd.2”pump, and AgNav GUIA with Auto Cal 910-876-2519. AAU1112

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Engine - Piston

R985-AN1-14B Tulsa Overhaul, New pistons, Bosch mags, ignition harness, carb with warranty outright/ exchange. For more information, call Chester Roberts Supply Company at 903-429-6805

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.

PT6A-27 PCE-52017 For Sale, TSN:15350.48, CSN:21502, TSO:3575.68, SCO:8514 For pricing call Paul at 305-825-2001 or email preeves@jsamiami.com

PT6A-27 PCE-50280 For Sale, TSN:18727.7, CSN:1412, TSO:3260, SCO:4245 For pricing call Paul at 305-825-2001 or email preeves@jsamiami.com

PT6A-34 PCE-57524 For Sale, TSN 8341.4, FSN 15632, SCN 3912, EOS Overhaul. For pricing call Paul at 305-8252001 or email preeves@jsamiami.com

PT6A-34AG Exchange Engine, Part Number 302088, Serial Number PEC-RB0343. Available for immediate delivery. PT6A rotating component service life record is in the pictures. Contact our experienced sales team today at sales@taeaerospace.com or visit our website, taeaerospace.com, to find out more about our extensive PT6A services.

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

Equipment - Booms

2005 American Champion Aircraft

7GCBC Explorer, N81SM, Serial# 1402-2005, 810 hours total time since new. No damage history. Always U.S. based and hangared since new. Original and complete logbooks since new. Annual inspection due by February 1, 2023. Transponder certification due by September 1, 2023. ELT battery due November 24, 2025. Useful Load: 457 lbs. Exterior: Optional Deluxe Citabria Stripe Paint Scheme. Juneau White over Ocala Orange with silver and black accent stripes. Interior: Platinum seat inserts trimmed in coal vinyl and piping. Slate upper side panel over buff lower sidewalls with matching headliner and black carpeting. Grey instrument panel with matching accessories. For details go to http://classifieds.agairupdate.com/ details.php?id=4153 $160K Call Neal Aircraft at 806-828-5892. AAU1395

1938 Boeing A75N1(PT17), N54284, TTAF 6080.7, R985-AN-14B, 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. AAU1508

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R1340 Engine Overhaul - New pistons, new bearings, mags, ignition harness, carb, with warranty outright/exchange. For more information, call Chester Roberts Supply Company at 903-429-6805

Pratt & Whitney R-985 & R-1340 Engines in stock. All with new pistons installed. Overhauled by Aero Recip, Covington, Tulsa and Younkin. For more information call Sun Air Parts 661-257-7708, Fax 661-2577710 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

For Sale - High quality Stainless Steel booms, pumps and nozzles! On the shelf and ready to ship. Contact mark@turbineconversions.com

SUPERBOOMS, Thrush Servos; Maintenance on Ag & G.A. Aircraft Including Heavy Structural Repairs; Robinson Helicopter Service Center; Machining, Fabricating & Sheet Metal Gurus; Tri-State Aviation, ND 800642-5777 or tsa@tri-stateaviation. com www.tri-stateaviation.com

Equipment - Nozzles

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

Equipment - Parts

For sale: Trotter Controls computerized fire gates (4) FRDS GEN I and (1) FRDS GEN II, (2) GEN I available immediately, and 2 GEN I and 1 GEN II available spring of 2023. All systems are complete (less the wire harness), asking $250K for all (5) or $65K each. Systems were removed operational to upgrade to the GEN III system. Please contact Mario at 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 409-656-5998

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

Equipment - Pumps

New without warranty spray equipment for all Air Tractor models, including pumps, booms, and nozzles. Call for pricing and availability. 817-456-5450

New and overhauled Air Tractor and Thrush boost pumps in stock. Delco A4949 motor with 400 GPH AN4101 fuel pump attached. Outright and exchange. We supply these direct to both factories. Call Sun Air Parts 661-257-7708, Fax 661-257-7710 or email info@ sunairparts.com

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EquipmentSpreaders

New stainless steel spreader for sale, has never been used. Purchased it for our plane but does not fit. I believe it fits a Thrush. $7000 Price does not include shipping. Call Bart at 561-261-9740

Transland Spreader Thrush and M18 Dromader 41” 8 vanes, Bought brand new, like new condition, used once seeded 100ac clover, no fertilizer. $6000 306-786-3345

Transland Spreader, 25” Slimline in fair condition. $750 Pierre Smith Call 478-494-3757, Louisville, GA 30434

Transland spreader in excellent condition. Fits 32” opening, most likely on Piper Pawnee. Southern Oklahoma, can be delivered. $950 Email m.kafer@verizon.net for more info.

(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

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.

Equipment -Support

Established and Growing PNW Operation looking to add seasoned pilots to the team. Seat(s) available will be in Garret S2R Thrush. Position(s) will have a daytime component, with an opportunity for night flying (NVGs are utilized for night-time missions). Industry-leading pay and benefits compensation will be commensurate to the position and experience. The ideal candidates will have a minimum of 2,000 Ag hours, with at least 1,000 Turbine Hours... time in type will move you up to the top of the list. For the right candidate, the position will also come with a guarantee. We function as a team and enjoy working with one another; being able to function in this environment will be critical for success in this role. Please send resumes to blindads@agairupdate. com Subject: ID#155

A&P mechanic is needed. We are looking for someone that has Air Tractor experience but is not required. We have an experienced chief mechanic looking for someone to mentor. You need to be team-oriented and have a strong work ethic. We are an employee-owned wellestablished business with benefits. Call Dakota Air Spray at 605-352-5718

R44- Looking for an experienced R44 Ag pilot for the Midwest this season that can move into turbine rotor in the future. Also seeking experienced fixed-wing turbine pilots. SATLOC GPS would be helpful. Please provide your resume and references and email them to R44AGFlyer@gmail.com. Pay is determined by the applicant’s experience.

Thomas Loader Belt For Sale. for more information,Call John Carrion at +1 (530) 790-5664. AAU6866

Like new portable load pad suitable for an 802. Very little use. $24,000. For more information, call 309-759-4826

3” load, mix tank, fully contained and lockable, air compressor and storage complete ready to go. For more information call 309-759-4826 or email hcurless@farmairinc.com

GPS - AgPilotX

Helicopter light bar now available with the new iPad based guidance systemAgPilotX. Entire system with helicopter light bar is 13 lbs. Call Anthony Fay with Insero for details 480-285-4367

Help Wanted

Large Midwest operation looking for AT-502, AT-802, and -42 510 Thrush pilots for the 2023 season. Pilots must have 500 hours of Turbine Ag time. Slobs and princesses need not apply, only hardworking pilots with a good work ethic. No time to babysit! Email resume and references to blindads@ agairupdate.com Subject: ID#152

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 turbinepowered 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

Family-owned Kansas operation looking for a pilot for the 2024 season. Fall pasture acres are available this fall. Late-model air tractors with opportunity to travel on the corn run. Well-kept equipment with housing available. Willing to train the right candidate. Contact me at ag502602@yahoo.com

LIFT AVIATION – Marketing Assistant

Job - Lift Aviation is looking for a motivated person to assist with brand marketing and sales initiatives in conjunction with trade shows, brand building, and sales generation. Job Type: Full-time, Onsite Only, Hourly Pay, Travel possible. Email resume and references to Todd Lentz at todd@liftaviationusa. com For further information go to classifieds.agairupdate.com

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.

Three 802 Seats Available - Open 802 seat for Illinois corn run. Open 802 pilot seat for Arkansas rice fertilizer run, mainly the month of June. Immediate opening for an 802 timber fertilizer seat open immediately. Contact Al Patrick at 870-510-6882

Tabula - Due to continued growth in the United States, Tabula is hiring a new Regional Aviation Business Development Team Members for the Canadian Market and the Southern Central United States region to focus on our AirVision System. To apply, please send your CV and cover letter to recruitment@tabula.live For further information go to classifieds. agairupdate.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.

North Dakota aviation operation looking for an Experienced pilot/ manager to co-manage FBO, Airport, and Aerial spraying operation. 802 and Turbine Thrush. Season runs mid-June through September.

Potential opportunity to partner/ purchase operation in the near future. Start putting your time and efforts into your building your own operation!! FBO and Airport management provide steady income streams to help make it through the slow seasons. Email resume and references to Luke at luke@ ltenterprisesnd.com

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/

Large midwest aerial application business looking for A&P and IA mechanics. Must have Air Tractor and PT6A experience. Starting salary is 7080K if qualified. Must supply a resume and three references. Send resume and references to blindads@agairupdate. com, Subject: ID#154

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

IA and A&P mechanics needed. Call 870-295-6213 Salary depending on qualifications and experience.

Due to expansion opportunities, we are looking for experienced 402- 802 pilots and an A&P. Must have knowledge of the latest GPS units. This is a full-time turbine position in the Upper Midwest. Historically from May to October. We spray a large variety of row crops. Mostly fungicides, insecticides, and micronutrients no herbicide work. We also do dry fertilizer and cover crops. We are looking for team players willing to grow with us. A pilot with a strong work ethic is desired. Also looking to add another A&P. Please reply with a resume to Agpilot502802@gmail.com

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.

Mix Truck Driver/Helicopter Loader -

PLEASE 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.

Well established company in Ohio looking for a long-term experienced AT-402 pilot - 2022 and beyond. Housing is available. Fungicide, insecticide, fertilizer, seeding work on corn, beans, wheat, and some vegetables. Send resume to chadniese@embarqmail.com Call Chad at 419-235-4182

Looking for Ag & King Air Simulator Instructors. Instructors are 1099 contractors. Work is on a per student basis. 1-3 day courses and paid by the day. Work one on one with the students. Classroom and simulator instruction. Days are 9-5 with no weekends. Lodging fees are covered for instructors that travel in to our location to teach. Flight instructor certificate not needed. Looking for someone who has an Ag pilot background/experience. Turbine experience is a must. Could be active or retired. Must have an interest in teaching and passing on their knowledge to others in the industry. Email resume and references to blindads@agairupdate.com Subject: ID#153

Miscellaneous

Miscellaneous Items For Sale - 50 brass T-Jet nozzles complete with swirl plates $250. Gate box for hopper SS good condition, 24 inch $500. Cal Max Helmet large, very good, complete w/face plates $500. One alternator, new, 100 amp, adapter for P&W engines, electrical parts for night spraying $600. Call Al at 208-569-3407

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

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.

Vino? They do say ag pilots age like wine. Place your favorite wine in these high quality Rolf wine glasses etched with an ag plane, sold as a Set of 4. $49.99 plus S&H Makes a great gift. For more information call 478-987-2250

Specialty belt buckles, show your pride in style. $39.99 plus S&H Makes a great gift! For more information call 478-987-2250

Aviator Backpack and matching coin purse (sold separately). For more information call 478-987-2250

New from our DeSpain Collection, Pen and Ink Thirsty Stone Coasters. These high quality coasters will look great on any desktop or table. Set of 4. $29.99 plus S&H Makes a great gift! For more information call 478-987-2250

DeSpain Collection Customizable Note

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

Operations For Sale or Wanted

Well established aerial ag operation for sale with large, loyal customer base. Located in Midwest. Prime corn/ soybean area. Turnkey with AT-402, AT-502, office, hangar, and all support equipment. Serious inquiries only! Email blindads@agairupdate.com Subject ID#151 All inquires must include a phone number.

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#150

Parts - Airframe

New Brushless Motor Airframe Fuel Pump - STC kits for PT6 Air Tractor and THRUSH aircraft. Long lasting, solid state, with fail safes. Contact Cascade Aircraft Conversions at info@ cacaircraft.com or 509-635-1212 for more information.

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 PA25 Puelche. Contact Guillermo at aravia@aravia.com.ar call +543462-463488 or go to our website www.laviasa.com

AT-502 sheet metal. Some new, some used, all airworthy. Mostly fwd. lower fuselage. $500 for all OBO. Will box and ship for materials and labor. Call 530-345-9919

Ayres Thrush ‘Hoerner’ wing tips. Left and right, no damage. $500 for the pair. Call Gary at 530-345-9919 garyhendricksonn3n@gmail.com

Reinforced Thrush Leading Edges - Send your leading edges to us, and we will reinforce them with durable custom extruded aluminum reinforcements. Available directly from Turbine Conversions, Ltd. Contact ann@ turbineconversions.com or contact our favorite Thrush dealer for more information.

Ag Cat Frameworks, All Models, 4130 weld assys, fixture perfect, ready to install. Struts, wires, hoppers, long fuel, high-wings, dispersal equipment, hardware, all upgrades, components, and spares. AgCat Sales & Service since 1971. 870-886-2418/2489F, 870-759-1692 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

Parts - Engine

Radial Parts: 2 Fiberglass AT Speed Rings, 1 THRUSH Speed Ring, 1 Radial engine mount with ring. Make offer. Cascade Aircraft Conversions. 509-6351212. 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.

Parts - Other

AT-802 Hatfield Fire Gate - New Production ready to ship! Original Hydraulic Clam Shell Design, STC, BLM & IATB Approved. Proven reliable design, currently fighting fires in North & South America. Built tough, lighter weight, and affordable pricing available options. Other aircraft models available - STC on All models of AT, Thrush, and M18 Dromader with short lead time. Contact ann@turbineconversions.com

Transland Pump Mount. Call Billy Maxwell at Transland at 940-687-1100 or email sales@translandllc.com for more information.

Transland Aluminum Boom ClampsLarge & Small. Call Billy Maxwell at Transland 940-687-1100 or email sales@translandllc.com for more information.

Complete stock of all P&W R-985 & R-1340 engine parts. Also P&W tools, Top OH tool kits, Time Rite kits, engine mounts, Champion & Tempest spark plugs, parts books, OH and maintenance manuals, Mags, carbs, starters, fuel pumps boost pumps. Also, R-1830, R-200, R-2800 engines and parts. Call Sun Air Parts 661-257-7708, Fax 661257-7710 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

Position Wanted

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

Propellers

Avia V508E-AG/106/A PropellerCurrent hours 649.18 since overhaul, six years calendar time runs out April 2025. Accepting offers. Email griffair@inspire.net.nz

23D40 Propeller, OSMOH by H&S Propeller Shop. In Crate and ready to ship. $36,000. Call Farm Air at 309-759-4646

Hamilton Standard 12D40-Ag100. As removed. $13,500. Call Chad Stuart at Airplane Services, Inc. at 850-380-6091

Hamilton Standard 23D40 Propeller with new blades 6511A-9 installed. Completely overhauled with 8130-3 form. For more information, call Chester Roberts Supply Company at 903-429-6805

Hamilton Standard 22D40

Hydromatic Propeller 6533 blades overhauled complete with distributor valve and prop, Governor. For more information, call Chester Roberts Supply Company at 903-429-6805

Hamilton Standard Propeller 23D40 with 6511-12S Blades Overhauled Completely. Includes 8130-3 form. For more information, call Chester Roberts Supply Company at 903-429-6805

12D40-6101-12 Propeller, Overhauled with 8130 Form. For more information, call Chester Roberts Supply Company at 903-429-6805

QUALITY Propellers For Sale

33D50-6601A18 OHC......l.....$31,500

23D40-6601A18 OHO.....l......$29,500

22D40-6533A12 OHO......l.....$26,500

12D40-AG100-4S 375-SOH.l..$21,000

12D40-AG100-2 828-SOH...l..$19,000

HC-B3TN-5M 106” OHC.........$27,500

AmAg, 870-886-2418/2489F frank. kelley@ag-cat.com

Seat Wanted

Looking for corn run break-in-seat opportunity. I have 420 total hours and 270 tailwheel time. I have applicator licenses and 7 years of experience with chemicals and spraying with ground sprayers. Call 318-439-8914

Subcontract for Corn RunExperienced pilot with AT-5, 6, or 802 SATLOC/flow control, extensive SHP time. 701-541-0102

Experienced Loader, CFI - Working on my second year loading now. Trained with Eagle Vistas over the winter on AG with John Becker. Some Ag-Cat and Pawnee time, 25 hours ag, 850 total, 150 tailwheel. I have my CFI, multi, and instrument. Looking for a seat in a plane, willing to load for the right company. Call Joseph at 417763-7675

Mature and teachable Ag Pilot, seeking to learn from other professionals. Either as an Ag Pilot or a ground crewman. Extensive farm and aviation maintenance background. Four seasons loading and Ag pilot experience. Flight time is as follows, 1240 TT, 645 Ag, 40 Turbine. A&P mechanic. Please email AgAir41@outlook.com Thank You

Helicopter pilot turbine/piston 7000+ flight hours looking for opportunity. Willing to work as a loader and hangar to earn a seat. Hardworking and committed to delivering high-quality results. Reliable and dedicated with an excellent safety record and work ethic. Available on short notice. Reach out via call or text at 901-586-7322 or email at Stbrown77@gmail.com. I appreciate your time. Looking forward to hearing from you. Steve

AK Bush Pilot Looking for AG Pilot Slot - 25 yrs AK bush. Central America Missionary pilot. 7500 TT, 1250 DHC3, 250 DHC3T. Train me so I can spray for you. See resume for details or email Will at whframingconsultant2@gmail.com

Seat Wanted: 19,751 Total Time, 18,022 Turbine Time, 1,252 Ag Time. Licensed in GA and IL. For a resume, call Hale Ellis at 678-779-4726

Looking for long term seat in the US. I have an interesting combination of Aviation Engineering, Flight Training and Flight Experience, both Rotary Wing and Fixed Wing. Currently flying Thrush 510, Robinson 44, Robinson 66 and King Air C90. Experience in liquid application, aerial seeding and aerial fertilization. I am also URT (Upset Recovery Training) and aerobatics flight instructor giving instruction for more than 80 pilots already including AG pilots on how to recover airplanes form upset attitudes. Pilot Licenses: ATP, IFR Helicopter, CFI, TT Rotary Wing 1,500 hours. Resume and references are attached. For more information email cerionidiego@gmail.com

Get Serious About Selling

Classifieds Starting at $19.99 Phone / Fax: 478-987-2250.

Service

Jeffries Airworks Dynamic Propeller Balancing with Chadwick Helmuth engine printout equipment. Jeffries Airworks, Dynamic Balancing, Vibration Analysis. Much more than just a balance. Call Jim Jeffries, A&P/IA, 985-507-9981, Nationwide service on your location.

Training

AG Pilot Minimum Standards at Eagle Vistas. From 0 time or pilots only needing Ag Pilot training. Planes in our Ag Program: Dual Ag Cat GR164A , Dual Cessna 305/L19, & Pawnee PA-25/235 Single for Solo/Dump/ Spray. Private all in Tailwheel, Tailwheel Proficiency, and UpSet/Spin recovery. Commercial Pilot and Instrument rating available. SATLOC Bantam, TracMap, & AgNav GPS. Ag Aviation Consultants for Ag Operation Certificate part 137. See videos at www.eaglevistas.com Eagle Vistas LLC 772-285-5506

Riggin Flight Service, flight school offering private, commercial, instrument, Ag, multi-engine, tailwheel, etc. We tailor our courses to meet your needs. www.RigginFlightService.com (605)256-9774.

Vehicles

We build loader trucks to your specifications. Stainless Steel Straight and Fold Up. Mild Steel Straight and Fold Up. Mild Steel Hopper w/Stainless Steel Tube. Been in loader truck business since 1980. Call Pat Ballard Office:870-697-2004 Fax:870-697-3568 185 Hwy. 42 West, Hickory Ridge, AR. AAU8940

2003 Ford Loader Truck for sale. Call John Carrion at +1 (530) 790-5664. AAU1232

2021 International Loader Truck for sale. Call John Carrion at +1 (530) 790-5664. AAU1764

2000 Ford Loader Truck for sale. Call John Carrion at +1 (530) 790-5664. AAU1366

Wanted to Buy

Wanted: SATLOC Bantams, G4 Units & Flow Controllers. Call Mike at Orsmond Aerial Spray (Pty) Ltd +27 58 303 5261 or email mikep@ orsmondaviation.co.za

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

2011 International Loader Truck for sale. Call John Carrion at +1 (530) 790-5664. AAU1204

Advertising Index

Pratt & Whitney Engine Cores, Engine Parts Inventories, Cylinders, Starters, Fuel Pumps and Boost Pumps. Call Sun Air Parts 661-257-7708, Fax 661-2577710 or email info@sunairparts.com

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

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