BUT FOR A NAIL MINOR OVERSIGHTS, MAJOR CONSEQUENCES
NAAA: SPRING BOARD MEETING RECAP
LASIK SURGERY WHAT PILOTS NEED TO KNOW
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!
PLATINUM LITE OLED LIGHTBAR P550 GPS RECEIVER
aau@marsaylmedia.com
PRESIDENT: Graham Lavender graham@marsaylmedia.com
VICE-PRESIDENT: Bill Lavender bill@agairupdate.com
SECRETARY: Sandy Lavender sandy@agairupdate.com
ACCOUNTING: Casey L. Armstrong casey@marsaylmedia.com
CIRCULATION: Mary Jane Virden maryjane@marsaylmedia.com subs@agairupdate.com
CONTRIBUTING WRITERS:
Ted Delanghe ted.delanghe@gmail.com
Robert Craymer robertc@covingtonaircraft.com
Drake Martin drake.martin@chem-man.com
Carlin Lawrence carlin@agairupdate.com
Michelle Miller michelle@thefarmbabe.com
LATIN AMERICAN REPRESENTATIVES: Ernesto Franzen ernesto@agairupdate.com
Gina Hickmann gina@agairupdate.com
Ivan Parra ivan@agairupdate.com
Artur Rosetto artur@agairupdate.com
Josy Marques josy@agairupdate.com
FROM THE PUBLISHER
Graham Lavender | graham@marsaylmedia.com
Cultivating the Next Generation of Leaders
I recently returned from the Canadian Aerial Applicator Association's annual convention, which was in conjunction with the NAAA's Spring Board Meeting in Montreal, Canada.
It was a great meeting and was well attended by Canadian operators, Canadian pilots, and the NAAA board members throughout the United States. I am fortunate to be involved with several committees within the NAAA Board, and a recurring theme always presents itself - the next generation of leaders. Industries evolve. Some expand while others face the challenges of contraction, which, in the US, is what is very slowly happening. Nothing groundbreaking, but we are not rapidly expanding like the Brazilians. This begs the question: Where will the next generation of leaders come from, and how can we best engage them to ensure longevity and innovation in aerial application?
We must embrace the new ones coming in and be encouraging while maintaining the reality of agricultural aviation. What about a guy who wants so badly to be involved but whose actions say otherwise? Instead of writing them off, maybe some mentorship needs to come into play. This is two-fold, however. The people wanting to break into ag aviation or leadership positions also need to face the nature of the business. Just because you can fly an airplane doesn't mean you can jump in an ag plane and start getting a paycheck, and just because you serve on your local board doesn't mean you're a leader. Check out the "Rookie, I want to be an Ag Pilot" Facebook page. You'll see examples of great advice for those willing to provide and accept it, and you'll see the opposite. Which category would you fall into?
Recruitment and development efforts mean little if new talent doesn't stay. Retention is crucial, and that requires
engagement. New members and/or pilots want to feel valued and see a future. Clear career paths, meaningful work, and a positive, forward-thinking culture can make all the difference.
Beyond attracting new people, we must invest in leadership development. Traditional mentorship programs, where seasoned professionals pass down critical knowledge, are invaluable. Mentorship is where our industry is strongit's possibly the most effective way.
A shrinking industry presents a unique challenge: Experienced professionals retire or move on (sometimes not, which presents its unique challenges), leaving a vacuum of knowledge and leadership. Institutional expertise risks fading away without a strong pipeline of new talent. This reality calls for a proactive approach to identifying, developing, and retaining future leaders.
Associations can (and have) implemented structured leadership tracks, rotational programs, and ongoing professional development initiatives to prepare their members for leadership roles. Encouraging younger members to take ownership of projects and engage in decision-making early fosters confidence and skill-building. The NAAA embraces this with the Leadership Training Program and C-PAASS certification. I completed the Leadership Training Program in 2012 and made lifelong connections, and I still use many of its lessons today.
Open communication between state associations and their members, operators between other operators and pilots about the industry's challenges and prospects fosters a sense of shared purpose and commitment. By embracing change, investing in people, and maintaining a long-term vision, even shrinking industries can cultivate new individuals and leaders who will drive them forward. The future of ag aviation belongs to those willing to prepare for it today.
CALENDAR OF EVENTS agairupdate.com calendar
March 4, 2025
MAAA Spring Safety Meeting
DSU Hangar Cleveland, MS Dinner will be served. Vicki Morgan vickimorgan@msaaa.com 662-299-7836
August 19-21, 2025
SINDAG No Aeroporto Executivo de Santo Antônio de Leverger, MT Congressoavag.org.br
October 9-11, 2025
NAAA & NAAREF October Board Meetings
Sheraton Flowood The Refuge Flowood (Jackson), MS Lauren Henretty Lhenretty@agaviation.org 202-546-5722
October 17-19, 2025
2025 Ag Aviation Golf Tournament
Red Apple Inn & Country Club Heber Springs, AR Brenda Watts 870-644-3141
An American-themed Thrush 510P takes flight, soaring past a John Deere tractor, La Crosse, IN.
A shot of an AT-802 soaring against a clear sky over Pista
Kicking off the week with @nickjbergeron and his R22, getting some spray work done on the farm.
AGAV PICS :
Ag Aviation stories through snapshots.
A Thrush 510p giving some soybeans a little love during a corn run in
De Aviación La Flora.
Star City, IN.
Photo
Photo by @aviacion_agricola_guatemalteca on Instagram
Photo by @gulfstreamchris on Instagram
Photo by
by Jay
Riley George of R&S Aviation, based in Corning, AR, applies salt to rice fields in a Thrush 510.
View of the horizon from a Thrush 510G, the pilot's profile visible in the shadow on the wing.
Share Your Best Shots!
Want to see your photos featured in AgAir Update? It's easy! Tag us with #agairupdate or @agairupdate in your social media, or email us directly at agavpics@agairupdate.com
Please include photo credit and a short caption about the shot. We can't wait to showcase your work in our next issue!
An ag pilot captures a morning sunrise framing an AT-502.
Ag pilot R. Eric Lewis, in an AT-502, sprays potatoes in Hamer, Idaho, with his employer capturing the shot from a Citabria overhead.
Photo by E. Eric Lewis
Photo by R. Eric Lewis
Photo by Marcelo Ellena
Photo
Malone
SPREADING TO GROW RAMBO AVIAÇÃO AGRÍCOLA
by Ernesto Franzen
No, they are not fans of the fictitious supersoldiers in the movies—Rambo is their family name. But as we'll see, during the operation’s history, they displayed a resilience similar to that of movie warriors.
(Continued on page 14)
The Rambo Aviação Agrícola homebase team. Anselmo and William Rambo at the left.
…
Originally from the south Brazilian state of Paraná, Anselmo Rambo, the family patriarch, moved to Mato Grosso in 1984, and in 1992 established himself with his three sons - Juliano, Cristiano and William - in the city of Primavera do Leste. Juliano and William Rambo, the oldest and youngest brothers respectively, were the first to get involved with ag aviation, working as loaders for a Primavera do Leste ag operator to pay for their pilot licenses. Juliano became a pilot first, while William got his private pilot license in 2002. In 2005, he attended his ag school at the Aeroclube de Ponta Grossa, Paraná. That same year, William joined his brother Juliano as a pilot, flying for the same operation where they had previously worked as loaders.
One year later, in 2006, Juliano and William quit that ag operation and started a partnership with a large farm near Primavera do Leste, flying exclusively for them with a Cessna Ag Truck and an EMB-201A Ipanema. The following year, they bought a 1994 EMB-202, which became William’s seat, and this
(Continued on page 16)
William Rambo prefers the Ipanemas for the small fields and for introducing new pilots to the job…
and appreciates the higher productivity of the more recent EMB-203 model. (RIGHT)
A Rambo Aviação Agrícola EMB-203 Ipanema with its Ag-Nav GPS unit on the panel.
The first Air Tractors at Rambo Aviação Agrícola were AT-502s.
The Rambo family crest on one of their Ipanemas.
Rambo Aviação Agrícola is upgrading its fleet of support vehicles to bigger trucks even for the smaller Ipanemas.
As William Rambos points out, one of these trucks can carry enough fuel for an Ipanema to fly 50 hours, their inspection interval, when both airplane and truck return to home base.
was until the arrival of their first turbine. This Ipanema remains in Rambo’s fleet to this day.
By 2012, the Rambo brothers were operating four Ipanemas for the farming operation, flown by Juliano, William and a hired pilot, the fourth Ipanema being kept as a reserve, when tragedy struck: Juliano suffered a severe accident. He barely survived it, and became unable to do any work due to the injuries sustained. Some operator families would quit the industry after such an event, but not the Rambos. Cristiano, the middle brother, took the place of Juliano alongside William, and in 2013 they acquired two Air Tractors AT-502s while selling two of the Ipanemas.
Two years later, in 2015, the Rambo family decided to fly for other customers, so they founded Rambo Aviação Agrícola, with two Air Tractor AT-502s and three Ipanemas EMB-202s.
Based at the Primavera do Leste airport, Rambo Aviação Agrícola had to deal with the reduced market for ag operators due to large farming operations buying their own ag planes. Once homebase to 14 ag operations,
the Primavera do Leste Airport only has four active operations today. This is because, starting in 2008, most farms bigger than 12,000 acres have acquired their own ag planes, taking most of the work from ag operators. While many of those closed their doors or moved to other areas, the Rambos decided on a different strategy, spreading out to other regions and sending their ag planes wherever crops were to be sprayed, while keeping their homebase in Primavera do Leste.
Already in 2016, Rambo Aviação Agrícola reached areas in the Araguaia Valley and the Xingú region, ranging from 200 to 500 miles to the east and northeast of Primavera do Leste. And in 2019, Rambo Aviação Agrícola opened a remote base in Confresa, in northeast Mato Grosso, 500 miles away from Primavera do Leste.
Today, Rambo Aviação Agrícola operates throughout the east and south of Mato Grosso state, as well as the northeast and even reaches some farms in the south of neighboring Pará state.
(Continued on page 18)
Today, Rambo Aviação Agrícola prefers the Air Tractor AT-502XP, as many areas they fly are above 2,000 ASL.
In the off season, Rambo Aviação Agrícola flies firefighting operations. They equipped one of their AT-502s with a Turbine Conversions Fire Gate for that.
When you look at the evolution of their fleet, you can see that this strategy paid off. Rambo Aviação Agrícola has practically added one ag plane to its fleet yearly. In 2019, Rambo bought its first Air Tractor 502XP. In 2020, when they already had four Air Tractors and three Ipanemas, Rambo Aviação Agrícola bought another operation, Agrisul Aviação Agricola, adding its Air Tractor AT-402B and Ipanema EMB-202 to the joint fleet. In 2020, Rambo Aviação Agrícola also purchased its first Ipanema EMB-203.
Today, Rambo Aviação Agrícola operates 19 ag planes: six Air Tractors AT-502s, four AT-502XPs, one AT-402B and eight Ipanemas - six EMB-202s and two of the newer EMB-203s. William Rambo is very fond of the Air Tractor AT-502XP, saying they’re much more productive as some of the fields Rambo flies are at over 2,000 feet ASL. He also praises the Ipanemas, especially the newer EMB-203 model, for being more adequate for smaller fields and a good entry plane for new pilots. Most of Rambo Aviação Agrícola ag planes have Zanoni spray systems, with a few having Travicar systems. And all have Ag-Nav GPS units, except one with a Travicar unit.
Rambo Aviação Agrícola treats mainly cotton and soybeans, with corn, rice, sunflower and chia. Most applications are made at 1 GPA using Microspin rotary atomizers. Travicar nozzles are used for the few applications that are made at higher rates. Their season starts in October with soybeans, and cotton applications start in
January. Corn applications begin in February and continue until May, while cotton treatments are made until July.
In the off-season, Rambo Aviação Agrícola flies firefighting missions for private landowners. They equipped one of their AT-502s with a Turbine Conversions Fire Gate for this.
Rambo Aviação Agrícola ag planes only return to the company homebase at the Primavera do Leste Airport for maintenance, spending most of their time at remote bases or customers’ airstrips. This requires a support network of 17 large trucks, six pickup trucks and fuel tanks at some of the largest customers’ strips. It helps that family patriarch Anselmo Rambo runs a trucking company. Rambo Aviação Agrícola used to support the Ipanemas with smaller pickup trucks, but it is now replacing those with larger trucks. William says a large truck can carry enough fuel for an Ipanema to fly 50 hours - which happens to be its inspection interval, when both return to the homebase.
(Continued on page 20)
The Rambo brothers in the early days of the company, when Juliano was still active. (L-R) William, Cristiano and Juliano.
Juliano Rambo explains a situation in the cockpit of his Cessna AgTruck, the plane that gave Rambo Aviação Agrícola its start.
Are you tired of cracks and leaks in the middle of the operation? Then scan the QR Code and discover the resistance of Travicar Aerial Spray Nozzles
With such a large operation, it is no wonder that William Rambo had to quit flying ag and dedicate himself to its administration. Since 2020, he has only flown ag occasionally. However, he has an Extra 300 aerobatic plane and is active in the Brazilian aerobatic competition scene.
“We aimed to become an operation with ten airplanes, but we’re now at nineteen”, said William Rambo as he recounted the company’s history. It is clear that, with the help of his brother Cristiano and father Anselmo, the strategy of spreading out Rambo Aviação Agricola’s operations worked out very well for them.
(L-R): Cristiano, Anselmo, and William Rambo, at the Rambo Aviação Agrícola homebase in Primavera do Leste, Mato Grosso, Brazil.
The Rambos would like to enlarge their homebase facility at the Primavera do Leste Airport, but with no free adjacent lots, they’ll build a new office and vehicle garage in a lot across the street.
Rodrigo “Rodrigão” Cordero is Rambo Aviação Agrícola’s coordinator. He started as loader for Juliano Rambo in his first season, and after Juliano’s crash, he loaded for William. When William quit flying ag to run the company, “Rodrigão” assumed the tough job of coordinating 19 airplanes spread out at distances of up to 500 miles!
by Ted Delanghe
This proverb, dating back to the Middle Ages in various forms, reminds us that seemingly unimportant acts or omissions can have grave consequences, where a minor incident can lead to a major catastrophe. Forgetting to reseat the oil dipstick securely during the
walkaround. Inadvertently leaving the air intake plug before starting lighting up the turbine. Overlooking the gust locks before taking to the air. Such acts of omission can rapidly ruin your day at the office.
(Continue d on page 24)
Luckily, there is a lot we can do to ensure such small events don’t result in giving us grief. I have always been impressed by the professionalism and dedication shown by aerial application operators and the hardworking individuals running professional operations from top to bottom. A large part of the success they enjoy can be directly tied back to their early ag training, where safety is the number one priority and where continuing education in the profession is a given. After a welcome break over the winter months, the arrival of a new season is a great time to reaffirm the commitment to safety and invest the time it takes to review operations to make those operations safer and more efficient.
There is already a lot of information and experience for both novice and experienced pilots. If you haven't already, a great place to start accessing this information is by becoming a member of the national, state, or provincial agricultural aviation associations. To paraphrase the excellent NAAA Professional Operating Guidelines document, the information is designed to help establish operations in providing superior crop protection services, promote safety, and enhance the image of the aerial application industry.
If you are already an association member, ensure you stay actively involved. They are your representative, advocate, and
go-between with government agencies and regulators, working to ensure operators comply with existing regulations and adapt to new directives.
There are also many other excellent sources of information and guidance that you can access and adapt to your operations where applicable. A Google search is a good place to start. This is all part of an ongoing educational process that keeps you updated on current and emerging elements you can add to your operations.
Ensuring safety is paramount not only for pilots but also for the ground support and loading crew. The beginning of a new aerial application season is a great time to audit your operation to ensure you’re getting the maximum results and are fully compliant with safe operations.
One of the areas that often gets overlooked or receives minimal attention is the establishment of sound communication and safety procedures around the aircraft with the mixing/loading crew. This is particularly true when you have inexperienced ground crew. One dramatic example I witnessed firsthand occurred when I was working with a fellow pilot on a remote farm strip, with the owner’s son doing the mixing and loading.
(Continued on page 26)
NEW RG-220 BATTERIES DESIGNED FOR THE MOST DEMANDING APPLICATIONS
We love the RG-220. We like that the battery box is clean; it’s a cleaner, friendlier installation without corrosion treatment and preventative maintenance. The mechanic appreciates it and for us it reduces our maintenance costs. There are more amps available for faster, cooler starts.”
For Air Tractor Models AT-402, AT-402A, AT-402B, AT-502, AT-502A, AT-502B, AT-504, AT-602, AT-802 & AT-802A
STC SA01090DE provides for the installation of Concorde RG-220 batteries in Air Tractors.
The TSO-C173a authorized RG-220 was specifically designed to start PT6 turbine engines. It is built with the same components and features that are proven to optimize current output, maximize capacity and sustain turbine engine power requirements. The RG-220 is dependable season after season.
• Faster starts, improved performance and reduced engine wear
• Sealed technology - no electrolyte management or potential contamination
• Proprietary PolyGuard® Separators – for added protection against shock & vibration
• Concorde batteries are 100% recyclable
• Supported by Concorde’s world class customer service
BATTERY CORPORATION 2009 SAN BERNARDINO ROAD, WEST COVINA, CA, 91790 626.813.1234 | ISO 9001 + AS9100 CONCORDEBATTERY.COM
The young farm boy was not conversant with the dangers of working around an aircraft and inadvertently backed into an idling propeller. That day, he turned out to be the luckiest man alive, as his only injuries were deep lacerations to his arm. Needless to say, we took the time to regroup and reestablish safe working protocols.
An ounce of prevention is worth a pound of cure, and this is especially relevant to developing and regularly practicing emergency response procedures, both on the ground and in the air. When something untoward happens, you want the brain and hands to work efficiently to deal with the issue at hand.
Finding a simulator for your aircraft type is often impossible, so the only alternative is to spend some time in the cockpit reviewing the emergency procedures in the Flight Manual. Yes, it can be tedious, but training the hands to reach for the proper item in reaction to an emergency pays great dividends. You don’t want to be trying to locate that darn hopper gate release on an unfamiliar aircraft when things are not going so well.
Any article on safety would not be complete without a reference to fatigue. This ill-tempered aviation gremlin seems to be directly or indirectly responsible for many accidents and incidents. It is, in fact, one of the most frequently cited conditions as a contributing factor in aviation accidents. Its
insidious nature means it can creep up on you without you being aware, considerably reducing your concentration and energy levels and leading to errors and oversights.
There have been many new advances in understanding the physiology and mental aspects of fatigue and designing coping strategies that can eliminate or at least minimize its effects on human performance. Here are a few areas you can check out to begin building your safety net for keeping fatigue at bay when the action gets hot and heavy.
Prepare your facilities so your pilots and crew can properly nap when needed. I know that it’s tough when you have a major infestation and are just struggling to keep your head above water, but providing a quiet, dark and comfortable nap or sleeping area may help you avoid trouble.
The same goes for making work breaks a part of normal operations. Simply shutting the aircraft down for a half-hour break in the action can help recharge your batteries and help relieve a bit of that taut, stressed look so evident to others.
The beginning of a new season is a time of optimism and energy. But always remember that one little nail, if overlooked, can provide excitement you just don’t need. Play it safe, play it by the book. You (and others) will be glad you did.
Prioritizing Your Safety Essential Safety Tips to Prepare for the Busy Flying Season and the Perks of NAAA Membership RIDE ALONG
Each year, the National Agricultural Aviation Association (NAAA) offers a range of valuable benefits designed to support operators and pilots throughout the season.
These benefits are designed to enhance the safety, efficiency, and success of those in agricultural aviation and are made available to all those in the industry to glean. Below are reminders to review before you begin your busy 2025 season.
Pre-Season Maintenance: Ensure your pre-season maintenance is complete on aircraft and other operation equipment before your season begins. When inspections are skipped or delayed, undetected issues can lead to mechanical accidents. A review of NTSB accident reports underscores the risks of neglecting required inspections and maintenance. According to the agricultural aviation accidents article in the Winter 2025 issue of Agricultural Aviation, during the 10-year period from 2014 to 2023, mechanical failures caused 28% of all agricultural accidents and 7% of fatal ones, with power loss and airframe issues being the most common types. Many accidents could have been prevented with proper, timely maintenance. Pilots should stay updated on service bulletins, airworthiness directives, and manufacturer recommendations, as they help address known maintenance issues. In the ag environment, inspection intervals may need to be shortened. After maintenance or overhaul, pilots should be extra vigilant with preflight checks and run-ups to catch potential problems. Lastly, pilots should avoid “normalization of deviance”—just because problems haven’t caused issues before doesn’t mean they won’t in the future. Proper, timely maintenance and adherence to best practices are key to safety.
While you are conducting your pre-season work, keep NAAA membership in mind if you haven’t renewed or if you haven’t been a member, and consider why you should remain/be a member from the following list of key benefits that NAAA provides:
Fly Safe Messages: Fly Safe messages are shared with NAAA members and non-members, specifically, all operators and pilots with a valid email address on file with NAAA. These important safety alerts are sent every other Monday in April and May, and every Monday in June, July, and August. Additional safety reminders are issued whenever aviation activity warrants them. If you are a Part 137 operator or ag pilot who has not been getting Fly Safe, please contact NAAA’s Scott Bretthauer at (202) 546-5722 or sbretthauer@agaviation.org to be added to the recipient list. Review past Fly Safe messages online at AgAviation.org/flysafe.
PAASS: An annual education program like no other, the Professional Aerial Applicators’ Support System (PAASS) is created and presented by professionally trained ag pilots. New content on relevant topics each year covers key safety and drift mitigation issues important to flying, modern agriculture and targeted application of crop inputs. The conscious decision to educate rather than regulate inspired PAASS, hence the motto: “Upon the performance of each rests the fate of all.” This educational program enhances aerial applicators’ profession by improving critical aeronautical decision-making skills, resulting in fewer drift incidents and aircraft accidents. A comprehensive review of the 2024-2025 PAASS Program can be read in the Spring 2025 Agricultural Aviation magazine, which will be available in mid-March at www.AgAviationMagazine.org. Past PAASS program synopses may also be found in spring issues of the magazine at the same website.
(Continued on page 30)
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.)
C-PAASS and NAAA Education Center: NAAA and NAAREF jointly launched the Certified-Professional Aerial Applicator Safety Steward (C-PAASS) program in 2023 to serve as the industry’s flagship certification and as a roadmap for the pursuit of the best educational opportunities currently available.
C-PAASS-certified aerial applicators can call attention to their certification to demonstrate to regulatory officials, insurance agents, and customers that they’ve received advanced training to ensure safe, high-quality aerial application service. The certification was created to enhance professionalism and show allied industries— like insurance and pesticide providers—that professional certification could warrant benefits such as insurance discounts or more flexible pesticide label requirements.
The NAAA Education Center is available to members at https://education.agaviation.org/. The NAAA Education Center is a membership benefit that provides access to on-demand online courses on topics relevant to aerial applicators. Previous PAASS programs are available for a fee, and a growing list of other courses, free to NAAA members, are being continually added to the education center. As this resource grows, it aims to cover all topics outlined in both the Agricultural Airman Guidelines (AAG) and the National Aerial Applicator’s Manual (AAM) that are comprehensive texts on operating as a professional aerial applicator.
The Education Center also offers Safety and Education videos. Over the years, NAAA and NAAREF have produced several high-quality educational, safety and training videos to further their goals of providing education to the aerial application industry. The videos were produced for viewing at a particular program or safety session, but the organizations have made them available for on-demand viewing.
NAAA has had many recent accomplishments and advocacy for the safety and benefit of the aerial application industry, including:
• NAAA now offers health and life insurance options for members. Visit AgAviation.org/membership for details and to compare rates.
• Due to NAAA’s advocacy, the FAA issued a proposed rule to mark and log into a central database, meteorological towers between 50 and 200 feet.
• Also due to NAAA’s advocacy, DOT’s FMCSA issued a proposed rule allowing states to waive the HazMat requirement for Class A CDL holders hauling no more
than 1,000 gallons of aviation-grade jet fuel for agricultural aircraft operations, thereby increasing the supply of available drivers to ag aviation operations.
• After years of effort, the EPA finally accepted NAAA’s recommendations to improve the accuracy of the models used to estimate the amount of drift from aerial applications. This will mitigate aerial buffers and preserve aerial use language on pesticide labels.
NAAA worked with the FAA to secure the use of radio frequency 122.925 for radio communications between agricultural aircraft to operate safely.
NAAA successfully advocated that the enacted FAA Reauthorization Bill require the FAA to ensure airspace safety for crewed aircraft as part of its soon-to-be-released policy for uncrewed aircraft to operate beyond visual line of sight (BVLOS).
Since 2017, NAAA has submitted over 300 comments to the EPA to keep aerial application use language on pesticide labels.
Strength in Numbers: Join NAAA
NAAA is fortunate to have a dedicated group of officers and volunteer leaders serving on its board of directors, but there is strength in numbers. If you don’t think your membership matters, it does! With this year’s change in the presidency and Congress, NAAA is actively meeting with and informing all the new policy and lawmakers about the importance of ensuring rules and laws that facilitate a healthy U.S. aerial application industry. This requires membership resources. The more members we have supporting NAAA and the industry, the better positioned we will be.
If you aren’t a member, the most effective way to address the range of critical issues facing your business is by joining NAAA. The payoff far exceeds what you will spend on dues in the form of effective advocacy, national representation, education and safety programs, and the personal connections you will make as you participate in association activities.
To join, call (202) 546-5722 or visit AgAviation.org/membership.
NAAA and NAAREF Boards Accomplish Necessary Work at Meetings with Northern Canadian Neighbors
The National Agricultural Aviation Association and National Agricultural Aviation Research and Education Foundation’s boards and committees met last week in Montreal, Canada, holding meetings simultaneously with the annual convention of the Canadian Aerial Applicators Association (CAAA).
For decades, the CAAA has held their board meetings during NAAA’s annual convention. NAAA, in the spirit of cooperation with its neighborly, northern brethren decided to do the same.
NAAA State of the Industry / Association Report
Andrew Moore, NAAA CEO began with a rundown on the economics surrounding United States agriculture starting with USDA estimates that 2024 U.S. net farm income was $140 billion, down 6.8% from 2023. U.S. net farm income has been upwardly increasing from 2016-2022. On the positive side, USDA estimates 2025 U.S. net farm income to increase due to a staggering 345% increase in government payments from a recently enacted disaster relief bill (from $9.3 billion in 2024 to $42.4 billion in 2025). On another positive note he stated that according to a recent survey of U.S. farmers taken earlier this month from the Purdue Center for Commercial Agriculture, farmers’ sentiment about the agricultural economy is higher than it has been since May of 2021 due to a majority of ag producers surveyed believing they expect a lightening of restrictive environmental regulatory policy for agriculture in the upcoming five years, as well as more favorable tax policies following the recent election. Conversely, producers responding to the survey are worried about agricultural trade, with over two-fifths of survey respondents saying they think a ‘trade war’ is either likely or very likely.” Moreover, 56% of Farm Journal’s December 2024 survey of 70 leading ag economists believe
an ag recession currently exists; 81% believe the U.S. is on the brink of one. One of the likely reasons, stated Moore, is based on U.S. agricultural trade data. USDA estimated U.S. 2024 ag exports decreased by $4.7 billion to $148.3 billion compared to 2023’s $153 billion. In addition, the $10.9 billion 2023 U.S. ag trade imbalance with all other nations (ag imports vs. ag exports) grew to $23.3 billion in 2024 and is forecast to be a $42.5 billion deficit this year. Experts attribute this to rising protectionism globally and an anemic attempt by the previous Biden administration to find new global ag markets.
Moore provided an overview of U.S. ag trade from President Trump’s first administration (Trump 1.0) to the present to try to predict the future direction of U.S. agricultural trade using China, the number one purchaser of U.S. ag exports (17%), as an example. In 2018, U.S. farmers were hit by China's retaliatory tariffs on U.S. ag exports to their country after President Trump implemented tariffs and trade barriers on the Chinese due to unfair trade practices and intellectual property theft. According to the American Farm Bureau Federation ag exports from the U.S. to China decreased from $24 billion in 2014 to $9.1 billion in 2018. Trump, in an effort to aid U.S. farmers, directed USDA Commodity Credit Corporation payments to farmers harmed by the tariffs. At the eve of Trump’s second administration, the 2024 overall Chinese trade surplus with the U.S. totaled a whopping $992 billion. Trump recently enacted a 10% tariff on Chinese imports, and tariffs on key ally trade partners. China has retaliated with tariffs on U.S. coal and liquefied natural gas and has raised the dispute with the World Trade Organization. Since Trump 1.0, China has since accessed alternative markets for ag products in the European Union and BRICS’ (Brazil, Russia, India, China, and South Africa) nations. Today 24.85% of China’s ag imports come from Brazil ($58.6 billion vs. $33.75 billion of China’s U.S. ag imports). Fifty percent (50%) of Brazil’s total trade is with China. Furthermore, China is making long-term investments with BRICS nations. In 2023 alone it invested $380 billion into those four nations in the form of
ports, railroads, and other key pieces of infrastructure, while U.S. foreign investment in the form of economic development, humanitarian and health aid, etc. totaled $65 billion, according to The Wall Street Journal. Moore stated that President Trump is known for his bluster to fluster his negotiating opponents and for penning the “Art of the Deal,” emphasizing that he has an ability to bring parties to the negotiating table and strike hard bargains, yet the savvy of China’s power and investment and Brazil’s agricultural strength mustn’t be ignored.
Moore then shifted to government policy issues. He reiterated that NAAA’s most important issue continues to be ensuring the registration of pesticides for aerial use and that pesticide label language for aerial use is not unnecessarily burdensome. Every 15 years, according to federal law, every pesticide product registered in the U.S. must be reevaluated for safety by EPA before reregistration is approved. Since 2017 NAAA has commented on nearly 300 EPA pesticide reviews. According to the National Institute of Environmental Health Sciences, there are over 800 pesticides registered for use in the U.S. NAAA uses a variety of means to ensure aerial use remains available including developing a comprehensive industry survey once or twice a decade about types of equipment used in the industry, acres treated per day per aircraft, etc. The real, actual data accumulated from the survey has been used to counter theoretical overestimations of risk made by EPA pertaining to the aerial application of pesticides. Before conducting a survey, a census of the industry is first needed to ensure all in the industry are reached followed by the actual survey. The census will occur in 2025 followed by the survey in 2026. The total cost of the project could reach as high as $200,000. Uncrewed aerial application system users (UAAS) will also be included in the survey. NAAA is also working on updating the computer coding of the AGDISP atmospheric drift model that EPA uses to determine movement of pesticides applied by air. With updated coding, more variables may be added to the model, such as how the use of certain technologies and meteorological conditions can mitigate drift that would further help in ensuring pesticides are available for aerial use. NAAA also works with pesticide manufacturers trying to ensure aerial applications are allowed on the labels of their products. NAAA has a full slate of these companies that have been or will be visited with to urge aerial labeling.
Moore also discussed two major regulatory successes after years of NAAA’s hard work. One was finally seeing the FAA release a proposed rule to mark and log the location of meteorological towers (MET) between 50 and 200 feet. NAAA submitted comments on the proposed rule stating that the agency should go further and require not just new and altered METs be logged and marked, but that existing METs
must do both and that other nonMET towers, such as communication towers, must either be marked or logged as called for by the statute that NAAA advocated Congress to enact. The other rule that NAAA advocated be promulgated was the release of a proposal by the Federal Motor Carrier Safety Administration allowing states to exempt Class A CDL drivers from obtaining a HazMat endorsement if they are transporting 1,000 gallons of Jet A or less. NAAA submitted comments supporting both these proposals and urged those in the industry to do the same.
Moore touched on the status of the FAA’s intention to allow drones to fly beyond visual line of site (BVLOS) of its operator. The rule was scheduled for release late last year, however, due to the new administration and recent drone incidents, that proposed rule appears delayed. Incidents include events last November of widespread reports of unexplained drone sightings over New Jersey, including over President Trump’s National Golf Club in Bedminster and the U.S. Army Picatinny Arsenal. The FAA issued temporary flight restrictions over more than 50 towns in the state. Then, in December, during a Florida drone light show, multiple drones lost control in flight, descending uncontrollably, resulting in one child being hit and seriously injured. Then, to start the year, a major global drone manufacturer announced that it would no longer geofence its drones from entering restricted areas. Coinciding with this, a civilian drone collided with a CL-415 firefighting aircraft fighting the Palisades Fire in California resulting in the specially designed firefighting plane sustaining wing damage and grounding the aircraft.
Moore then spoke about education and safety programs and gave an overview of the content of the 2025-2026 season of PAASS—the 28th year of the program strengthening the industry’s safety, security, and stewardship. The aviation safety portion of the program will focus on ways to ensure one’s mental health is taken care of before climbing into the cockpit. This will be based upon former military pilot Kevin Humphreys’ (2024 Ag Aviation Expo speaker) observations. Understanding the aircraft’s weight and balance and center of gravity will also be discussed to optimize the aircraft’s safety and performance. The environmental professionalism segment will focus on nozzle maintenance and alignment and an update on EPA endangered species policies will be provided. C-PAASS 2025, the industry professional certification program, was also discussed. Added to the curriculum for this year are online courses on the impact of each applied droplet—a continuation of last year’s course—and inadvertent entry into instrument meteorological conditions. Moore also stated that future video programming that will be added to the education center section
(Continued on page 34)
NAAA CEO Andrew Moore gives his report.
of the website will include the topics of security, stall spin avoidance, and application systems setup.
He also stated that accident numbers continue to improve in the industry based upon educational programs, such as PAASS. For example, results were recently released from the FAA’s General Aviation Activity Survey from 2023 which shows that 1,108,645 ag hours were flown that year—the most ag hours flown since 2017. There were 5.41 ag aviation accidents per 100,000 hours flown that year—the lowest on record. The cumulative accident rate per 100,000 hours flown went from 7.10 to 7.01 since the PAASS program hit the state in 1999. This is a 1.3% cumulative drop between 1999-2022 and 1999-2023. The rate prior to PAASS (1993-1998) was 9.64 accidents per 100,000 hours flown. This is a 27.32% decrease in accidents since PAASS (a 5.2% decrease in fatal accidents). Drift claims have decreased by nearly 26% since PAASS.
Moore then shifted gears to NAAA’s convention, also known as the Ag Aviation Expo. The Fort Worth convention last year was a great success resulting in $808,090 in revenue. The most since 2013. There were 1,812 attendees at the convention. The most since the late 1990s. Preparation is already underway for the 2025 Ag Aviation Expo in Reno, Nevada, this November. Ray Starling, former agriculture advisor to the White House during the first Trump administration and chief of staff to former secretary of the USDA, Sonny Perdue, will provide an insider’s view to the happenings of the Trump administration and an inside perspective of the policy debate that goes on between environmental and food activists and those that actual produce the food: farmers. Starling detailed this interaction in his terrific 2022 book “Farmers Versus Foodies.” The general session plans on highlighting an ag economist to speak on economic trends occurring in U.S. ag and forecasting the health of the industry in the out years. The wire safety course will also be offered at the convention.
Future Ag Aviation Expos will take place in 2026 in Savannah, Georgia, followed by Oklahoma City in 2027 and back in Reno, Nevada for 2028.
Membership was the next topic addressed and the overall numbers for 2024 were good with 1,847 total members. Operator member numbers were lower at 530 compared to 541 in 2023. There were 573 NAAA operator members in 2022. However, total members in 2024 were at their highest since 2018. So far in 2025, memberships are lower than they were last year as of the end of January 2025 with 385 operators, 317 pilots, and 1,102 total memberships, compared to 418 operators, 308 pilots, and 1,142 total memberships as of the end of January 2024. According to NAAA numbers there are 1,560 aerial application operations in the U.S. and 2,028 non-operator ag pilots.
Moore then presented the draft budget for fiscal year 2025-2026 that was developed by staff and officers last month. In developing the budget, expenses were overestimated and revenues underestimated, such as membership, due to suspected operator consolidation. The budget also includes a $43,000 depreciation line item and a $60,000 expense for credit cards that the association is charged for members’ use of credit cards. With all these factors, the budget is expected to have a $208,720 deficit. He did go on to explain that historically, conservative proposed budgets projecting deficits never come to fruition. Over the past 12 years, deficits have been projected 10 times, but only occurred four times. Moore also mentioned that reserves are strong and that perhaps the new NAAA health care plan and C-PAASS professional certification program may help the association once the industry becomes better aware of them. To date, one person has signed up for the health care plan, but there are 32 leads. C-PAASS ended the year with 25 professionally certified aerial applicators. There were 38 in 2023, its first year, and two so far in 2025.
Committee Reports:
Allied/Convention Committee: Details of the Reno, Nevada 2025 Ag Aviation Expo were discussed which will occur November 17-19, 2025, at the Atlantis Hotel and connecting convention center. Large booth space is on sale and smaller sized booth sales will be available for purchase on July 10, 2025. For more information visit: https://www.agaviation.org/ag-aviation-expo/.
Communications Committee: It was reported that the NAAA magazine’s (Agricultural Aviation) digital application has over 5,600 viewers. Appreciation was given by the committee to AgAir Update for providing article space to NAAA in each edition. Also, reported was that the last year NAAA will likely have a printed membership directory will be 2026. As a substitute, the online membership directory is available on the website, in addition to a proposed NAAA membership App for mobile phones and tablets. NAAA will create a one pager with a QR code that refers people to the About page on the NAAA website that members can use at their local ag shows. NAAA may also see an increase in the number of sponsors of its scholarship programs due to interest by allied groups wanting to expand their availability. NAAA will also post Allied member scholarship opportunities for the industry on its website.
Government Relations Committee: The importance of updating the AGDISP atmospheric drift predicting model’s computer coding was discussed, emphasizing that today’s current
(Continued on page 36)
2025 NAAA President Mike Rivenbark.
pesticide labels are based on worst case scenarios to human health and the environment; however, a sophisticated model with the latest computer code will be able to allow for many more risk-mitigating variables to be considered, in addition to the actual geographical and meteorological conditions in the target field. As such, it could allow for much more flexibility for applicators if application conditions are good and drift reduction technologies are modeled and used at the application site.
Emphasis was placed on keeping the USDA-ARS Aerial Application Technology Unit funded due to the great benefits that it provides the industry, for example, the study on environmental benefits of aerial application amongst many other programs. The program lost two scientists recently due to the government offering early retirement to some employees. Those positions aren’t likely to be filled until next year at the earliest.
It was also emphasized that any ADS-B requirement for aircraft be tied to anonymity of that aircraft to stay clear of frivolous claims of wrongdoing.
Insurance Committee: More effort was emphasized on the C-PAASS professional aerial applicator certification program and how it could influence insurance rates positively. The committee emphasized that those who are C-PAASS certified should inform their insurance companies about their certification. It was also stated that the use of new chemical tracing technology could result in insurance benefits to those that use them regularly as the absence of a tracer from residues found in a drift claim may exonerate an applicator that uses them.
Museum Committee: It was reported that the Snow S-2 aircraft is on the floor of the National Agricultural Aviation Museum and Hall of Fame and is in great shape. Air Tractor plans to have a digital kiosk placed next to the aircraft that will include details about the aircraft and video of it making applications.
The Last Pass Memorial Walkway, a path of bricks leading to the museum engraved with those fallen in the service of making aerial applications, will be completed by the fall. To date, 498 fatal incidents have been researched using NTSB and other sources. All but ten of these fatal incidents date from 1982 to the present. Three hundred of those have an individual’s name associated with the incident. To submit a name of an ag pilot fallen in service go to: https://lastpassmemorialwalk.org/name-submission/. To make a donation visit: https://www.msagmuseumfoundation. org/ naam-donation and make sure “Last Past Memorial Walkway” is chosen in the drop-down menu.
Precision Agriculture Committee: It was discussed that EPA plans to make the application program interface for its endangered species maps available to third parties, such as flight-planning, work-order and GPS software manufacturers so they can incorporate it into their digital products. It was also
reported that Satloc is working to incorporate meteorologic measurement technology into its GPS system. It was also stated that the Capstan spray system is working on technology that will automatically adjust its system to near perfection after receiving data results from the aircraft flying over strings/water sensitive cards, if such adjustments are necessary.
Support Committee: The support committee discussed that its scholarship topic will be the advantages and disadvantages of ADS-B technology. For more information visit: https://www.agaviation.org/career/scholarships/ support-scholarship-media-contest/.
Uncrewed Aerial Application Systems Committee: An AGDISP modernization project was discussed in length, particularly with pesticide manufacturers on the committee, to see if resources might be forthcoming to aid in completing the recoding. It was also mentioned that another drone application organization was formed known as the American Spray Drone Coalition. Its current objective is advocating against the Countering CCP (Chinese Communist Party) Drones Act, seeking to ensure access to affordable, quality UAAS as the industry navigates toward a more U.S.-manufactured or U.S.-ally-manufactured UAAS. An ad hoc committee, part of the full UAAS committee is currently working on communication pieces designed to ensure drone users are aware of licensing and regulatory requirements and the legal and potentially criminal liability that one ignoring such requirements might face.
Budget & Finance and Membership Committee: The NAAA Board approved its budget for fiscal year 2025-2026 with expenses totaling $3,066,426 and a projected deficit of $208,720. Due to imperative and expensive projects underway by the association, such as the industry census and survey and recoding of the AGDISP atmospheric drift model, totaling over $700,000 to complete and both crucial to registering pesticides for aerial use, the NAAA Board also agreed to raise pilot member dues to $350 and other membership category dues by 8% to finance these projects. The dues increase will take place July 1st of this year.
State and Regional Reports: The North Carolina Agricultural Aviation Association gave thanks to NAAA members, many on the board, for donating to the Hurricane Helene relief effort. The Minnesota Agricultural Aviation Association presented a check to NAAREF in memory of ag pilot Craig Oleen after his passing and memorial donations that they received. The Nebraska Aviation Trades Association and the Illinois Agricultural Aviation Association also provided generous donations to NAAREF on behalf of their state associations.
It was a successful meeting and the NAAA Board continues to keep the association and the industry well prepared for challenges that face the U.S. aerial application industry in both the short term and the long term.
Canadian Aerial Applicators Association Convention Montreal, Canada
AgAir Update and the Canadian Aerial Applicators Association Announce New Member Benefit
CAAA members now receive a complimentary subscription to AgAir Update as part of their CAAA membership.
AgAir Update, agricultural aviation’s best-read publication, and the Canadian Aerial Applicators Association have collaborated to provide a complimentary subscription to AgAir Update for all current CAAA members. This subscription ensures all members are updated with the latest news, feature stories, technical articles, and ag aircraft marketplace happenings in Canada and the international ag aviation space.
Subscriptions will begin with the March 2025 issue and continue as long as the CAAA member has an active membership.
“The inclusion of AgAir Update with each Canadian AAA membership is a small but significant benefit to membership
in the Canadian Aerial Applicators Association. The Association is vital to ensuring the protection of agricultural aviation in Canada, which is why everyone should be a part of the organization. Providing AgAir Update to the membership is just one of the ways we can help”, commented Graham Lavender, publisher of AgAir Update
For more information, to request additional copies or to check your subscription status, contact AgAir Update directly at subs@agairupdate.com or 478-987-2250.
All About Lasik What You Need to Know About Eye Surgery and the FAA via
FAA
Currently, about 55% of the civilian pilots in the United States must utilize some form of refractive correction to meet the vision requirements for medical certification.
While spectacles are the most common choice for aviators, recent studies show a growing number of pilots have opted for refractive surgical procedures, which include laser refractive surgery. The information in this brochure describes the benefits as well as possible pitfalls laser refractive surgery offers to those considering these procedures.
What is Refractive Error?
Refractive error prevents light rays from being brought to a single focus on the retina resulting in reduced visual acuity. To see clearly, refractive errors are most often corrected with ophthalmic lenses (glasses, contact lenses). The three principal types of refractive conditions are myopia, hyperopia, and astigmatism. Another ophthalmic condition that also results in blurred near vision is called presbyopia. Presbyopia is a progressive loss of accommodation (decreased ability to focus at near distance due to physiological changes in the eye’s crystalline lens) that normally occurs around 40 years of age. Bifocals or reading glasses are necessary to correct this condition.
Myopia (nearsightedness, distant objects appear fuzzy) is a condition in which light rays are focused in front of the retina. About 30% of Americans are myopic.
Hyperopia ( farsightedness, near objects appear fuzzy) is a condition in which light rays are focused behind the retina. An estimated 40% of Americans are hyperopic. However, this number may not be accurate. Young hyperopes (< 40 years), who can compensate for their farsightedness with their ability to accommodate, are often not counted in this number and some studies incorrectly include presbyopes, who also require plus power lenses to see clearly.
Astigmatism is a condition often caused from an irregular curvature of the cornea. As a result, light is not focused to a single image on the retina. Astigmatism can cause blurred vision at any distance and may occur in addition to myopic or
hyperopic conditions. Approximately 60% of the population has some astigmatism.
What is Laser Refractive Surgery?
In October 1995, the Food and Drug Administration (FDA) approved the use of the excimer laser to perform a refractive procedure called Photorefractive Keratectomy (PRK) PRK improves visual acuity by altering the curvature of the cornea through a series of laser pulses. The laser photoablates (vaporizes) the corneal tissue to a predetermined depth and diameter. PRK can be used to correct myopia, hyperopia, and astigmatism. Reported PRK problems such as postoperative pain, prolonged healing period, increased risk of infection, and glare (halos) at night, has resulted in Laser in situ Keratomileusis (LASIK) becoming the preferred choice for refractive surgery by patients and eye care practitioners. A survey in the United States found that the percentage of refractive surgeons performing PRK had decreased from 26% in 1997 to less than 1% in 2002.
LASIK is performed using two FDA approved devices: the microkeratome and excimer laser. During the LASIK procedure, the microkeratome slices a thin flap from the top of the cornea, leaving it connected by a small hinge of tissue. The corneal flap is folded aside and the excimer laser is used to reshape the underlying corneal stroma. The flap is then returned to its original position.
(Continued on page 44)
The only Check Valve that will stop the leaking, dripping and plugging! Standard On-Off
NOW AVAILABLE IN FULL LENGTH BOOMS
Right and/or Left Boom Shutoff & Proprietary Coatings “AFS Extended Life” Spray Booms
*Available in 2 inch & 1.5 inch
*welded or Camloc fittings
*24 volt electric
*.47 sec close
*Proprietary Coatings
*Lightweight only 6 lbs
*Specifically designed for ag aircraft
Is LASIK an Option for Me?
An eye care specialist should thoroughly evaluate your current ocular health and correction requirements to determine whether you are a suitable candidate for refractive surgery. Clinical trials have established the following selection criteria for LASIK.
Selection Criteria:
• Age 18 years or older
Is LASIK Safe for Pilots?
• Stable refractive error (less than .50 diopters [D] change within the last year) correctable to 20/40 or better
• Less than - 15.00 D of myopia and up to 6 to 7 D of astigmatism
• Less than + 6.00 D of hyperopia and less than 6 D of astigmatism
• No gender restriction, with the exception of pregnancy
• Pupil size less than or equal to 6 mm (in normal room lighting)
• Realistic expectations of final results (with a complete understanding of the benefits, as well as the possible risks)
• In addition to conforming to the above criteria, it is important that you possess normal ocular health and be free of pre-existing conditions that may contraindicate LASIK.
Contraindications:
• Collagen vascular disease (corneal ulceration or melting)
• Use of some acne medication (e.g., Accutane and/ or Cordarone)
Aviators considering LASIK should know that in initial FDA trials reporting high success rates (>90%) and low complication rates (< 1%), the criteria for success varied. In most clinical studies, success was defined as 20/40 or better distant uncorrected visual acuity (UCVA) under normal room lighting with high contrast targets, not 20/20 or better UCVA. While the majority of patients do experience dramatic improvement in vision after laser refractive surgery, there is no guarantee that perfect UCVA will be the final outcome. Even successful procedures may leave many patients with a small amount of residual refractive error that requires an ophthalmic device (eyeglasses or contact lenses) to obtain 20/20 visual acuity. If overcorrection results, patients may need reading glasses. Compared to its predecessor (PRK), LASIK requires higher technical skill by the surgeon because a corneal flap must be created. Although rare, loss of best corrected visual acuity (BCVA) can occur when there are surgical complications such as those summarized below.
Surgical Complications:
• Decentered or detached corneal flap
• Decentered ablation zone
• Button-hole flap (flap cut too thin resulting in a hole)
• Perforation of the eye
Operation of an aircraft is a visually demanding activity performed in an environment that is not always user friendly. This becomes particularly evident if the choice of vision correction is ill-suited for the task. While the risk of serious vision-threatening complications after having LASIK is low (< 1%), some complications could have a significant impact on visual performance in a cockpit environment.
Relative
Risk of Post-Surgical Complications:
• Prolonged healing periods: 3 months or more
• Night glare (halos, starbursts) : 1 in 50
• Under/over-correction: less than 1 in 100
• Increased intraocular pressure: non significant
• Corneal haze: 1 in 1,000
(Continued on page 46)
• Corneal scarring: non significant
• Loss of BCVA: 1 in 100
• Infection: 1 in 5,000
• Corneal flap complications (dislocated flap, epithelial ingrowth): less than 1 in 100
Following LASIK, patients are cautioned to avoid rubbing their eyes and to stay out of swimming pools, hot tubs, or whirlpools for at least a week. Contact sports should be avoided for a minimum of 2 weeks, and many eye surgeons recommend wearing safety eyewear while playing sports. Even after the patient’s vision has stabilized and healing appears complete, the corneal flap may not be completely re-adhered. There have been reports of corneal flap displacement due to trauma up to 38 months after the procedure.
After surgery, patients are cautioned to not wear eye makeup or use lotions and creams around their eyes for a minimum of 2 weeks and to discard all previously used makeup to reduce the risk of infection.
Patients that develop postoperative haze during the healing process have complained of glare (halos and starbursts) Furthermore, it has been reported that exposure to ultraviolet radiation or bright sunlight may result in refractive regression and late-onset corneal haze. It is therefore recommended that all refractive surgery patients wear sunglasses with UV protection and to refrain from using tanning beds for several months after surgery.
For those with larger amounts of refractive correction, the predictability of the resulting refractive correction is less exact. This can lead to under-correction (requiring an additional laser enhancement procedure and/or corrective lenses) or over-correction of the refractive error. In the case of overcorrection, premature presbyopia and the need for reading glasses can result.
In some instances, LASIK may be an option for patients with higher refractive error than can be safely corrected with PRK or those with conditions that can delay healing (e.g., lupus, rheumatoid arthritis). Since LASIK minimizes the area of the epithelium surgically altered, it reduces some of the risks associated with delayed healing. Additionally, ablation of the underlying stromal tissue results in less corneal haze and the tendency for the cornea to revert back to the original refractive condition during the healing process (refractive regression), which improves predictability. Most patients do not require long-term, postoperative steroid use, decreasing the possibility of steroid-induced complications (cataract, glaucoma)
As with any invasive procedure, there are surgical risks, and the recovery process often varies with each individual. Post-LASIK patients report experiencing mild irritation, sensitivity to bright light, and tearing for a few days after surgery. For most, vision stabilizes within 3 months to near-predicted results, and residual night glare usually diminishes within 6 months. In rare cases, symptoms have lingered longer than a year. Earlier versions of LASIK used a smaller ablation zone which sometimes resulted in glare problems at night. Ablation zones have an area of transition between treated and untreated corneal tissue. As the pupil dilates and becomes larger than the ablation zone, light (car headlights, streetlights, and traffic signals lights) entering through these transition areas becomes distorted, resulting in aberrations perceived as glare. These patients often complain of difficulties seeing under low-light conditions.
It has been reported that there can be a slower recovery of BCVA and UCVA with hyperopic LASIK compared with those having myopic LASIK. This is especially true for older patients who may be even less likely to achieve UCVA of 20/20 or better. (Note: Loss of BCVA is reportedly 5 to 15 times more likely with refractive surgery than from the use of extendedwear contact lenses.)
Older patients with presbyopia may opt for monovision LASIK, which corrects the dominant eye for distant vision and the other eye for near vision. The procedure is intended to eliminate the need for a patient to wear corrective lenses for near and distant vision. Anisometropia (difference in correction between the eyes) induced by monovision may result in decreased binocular vision, contrast sensitivity, and stereo acuity. After an adaptation period, patients are often able to see and function normally. Patients who report blurred vision, difficulty with night driving, and other visual tasks in low-light conditions typically do not adapt to monovision and may require an enhancement on their non-dominant eye so that both eyes are fully corrected for distant vision. Airmen who seek monovision correction should consult an eye care practitioner to assist them in compliance with standards outlined in the “Guide for Aviation Medical Examiners" (see below) :
Airmen who opt for monovision LASIK must initially wear correction (i.e., glasses or contact lens) for near vision eye while operating an aircraft. After a 6-month period of adaptation, they may apply for a Statement of Demonstrated Ability (SODA) with a medical flight test. If the airman is successful, the lens requirement is removed from their medical certificate.
Advances in Refractive Surgery
Wavefront LASIK
Eye care specialists have traditionally used standard measurement techniques that identify and correct lower-order aberrations, such as nearsightedness, farsightedness, and astigmatism. However, no two people share the same eye irregularities or have similar refractive needs. Vision is unique and as personal as fingerprints or DNA.
Wavefront technology allows eye surgeons to customize the LASIK procedure for each eye, providing the possibility of even better vision. The FDA approved the first system for general use in October 2002. A laser beam is sent through the eye to the retina and is reflected back through the pupil, measuring the irregularities of the light wave (wavefront) as it emerges from the eye. This process produces a three-dimensional map of the eye’s optical system. Measuring the cornea’s imperfections or aberrations in this way allows the refractive surgeon to develop a personalized treatment plan for the patient’s unique vision needs. Correcting the patient’s specific imperfections can result in sharper vision, better contrast sensitivity, and reduces problems associated with higher-order aberrations after surgery, such as haloes and blurred images. Studies indicate that 90-94% of patients receiving wavefront LASIK achieved visual acuity of 20/20 or better. However, those with thin corneas, high degrees of aberrations, severe dry eyes, or conditions affecting the lens and vitreous fluid inside the eye may not be good candidates for wavefront LASIK.
Other Advances in Refractive Surgery
The eye’s optical system creates a limit as to how wide and deep the laser ablation should be, i.e., the wider the ablation, the deeper the laser must ablate into the cornea, which may result in delayed healing and prolonged visual recovery. The development of new lasers allows the creation of a wider ablation zone while removing the least amount of tissue. Studies have shown that this reduces problems with night vision and other side effects associated with laser refractive surgery.
Laser technology that provides variable optical zone sizes and beam shapes with scanning capabilities allows the eye surgeon greater flexibility in developing a more personalized laser vision procedure. A spot laser may be adjusted so minimal spherical aberrations are produced and a larger optical zone is created. Results from clinical trials indicate that 67% of eyes had UCVA of 20/16 or better and 25% had 20/12.5 or better. Additionally, there was an overall improvement in nighttime visual function and night driving, which is achieved by preserving the optical zone size and better shaping of the ablation profile.
During traditional LASIK, the corneal flap is created with a mechanical microkeratome manipulated by the surgeon’s
hand. While this method has worked well over the years, the performance of these devices can be unpredictable and is the source of a majority of surgical complications. These difficulties result in irregularities in thickness between the central and peripheral areas of the flap that can induce postoperative astigmatism.
The IntraLase Femtosecond Laser Keratome, which received FDA approval in December 1999, is the first blade-free technology for creating the corneal flap. The laser keratome beam passes into the cornea at a predetermined depth, producing a precise cut that is reportedly more accurate than the microkeratome. Corneal flaps made with the laser keratome appear to adhere more tightly to the corneal bed at the end of the procedure, which may eliminate problems with long-term flap displacement. A reported disadvantage to this new technology is that surgical time is increased, leaving the stroma exposed several minutes longer, which has led to reported complaints of photophobia and eye irritation for up to two days after surgery. While it may take longer (4 to 7 days) to recover good vision, the approach appears to be associated with a lower incidence of dry eyes, corneal complications, and enhancement procedures compared with traditional LASIK.
The FAA requires that civil airmen with refractive surgical procedures (e.g., PRK, LASIK) discontinue flying until their eyecare specialist has determined that their vision is stable and there are no significant adverse effects or complications. The airman should submit one of two documents to the FAA (a report from their eyecare specialist or “Report of Eye Evaluation” [FAA-8500-7]). These reports can be submitted directly to the Aerospace Medical Certification Division when released from care, or to their Aviation Medical Examiner during their next flight physical. This report should state:
“. . . that the airman meets the visual acuity standards and the report of eye evaluation indicates healing is complete, visual acuity remains stable, and the applicant does not suffer sequela, such as glare intolerance, halos, rings, impaired night vision, or any other complications. . .”
(Guide for Aviation Medical Examiners, July 2005)
If you are a pilot contemplating refractive surgery, consult an eyecare specialist to determine if you are a good candidate for laser refractive surgery. Although the FAA and most major air carriers allow laser refractive surgery, professional aviators should consider how it could affect their occupational and certification status. As with any invasive procedure, there are many variables that can influence the final outcome. You should understand all risks as well as the benefits before electing to have a procedure performed that could compromise your visual performance in the cockpit.
Mid-Continent Aircraft Delivers Two Thrush Aircraft
Mid-Continent Aircraft recently delivered two Thrush Aircraft.
Jefferson County Mosquito Control District in Beaumont, Texas, purchased a new patriotic 510P2, and McGuire's Flying Service purchased a new 710.
Bryan Farrar, Jerry Hinson, and Tye Carter of Jefferson County Mosquito Control District.
McGuire's Flying Service with Heather Riggs and Chris Cobb.
Pre-Season Checklist
Some of the southern operators have had the good fortune of warm weather work since the start of the year. Our friends up north are not so fortunate. But north or south, working or waiting, have you made your pre-season checklist?
Your airplane might be tuned up and ready to go, but what about your insurance? Post-season and into pre-season is probably the best time to get your insurance in good order.
Here are just a few things to check off your list:
Are your documents up-to-date?
When your insurance policy renews, your agent will likely ask for updated hours, medical dates, BFR dates for you and your pilots. Have this information ready to pass along to make the process smoother. Keeping a copy of the last signed application, as well as signed pilot forms for each of your named pilots. In the event of a claim, insurance adjusters will ask for copies of several documents, including logbooks, pilot certificates, etc. Having the most up-to-date documents on file will save you a lot of grief, especially if a claim occurs while you’re in the throes of the busiest part of your season.
Where
are your certificates?
Each year at renewal, we issue certificates for our customers’ various state departments of agriculture, as well as for any applicable additional insureds, certificate holders, and lienholders. Make sure you have all the certificates on file that you will need for the upcoming year when contracts are fulfilled and state applicator licenses are renewed.
Do you have all the coverages you need?
Many operators spend the off-season adding improvements to their airplane. Does your value cover any upgrades you’ve made? Is your aircraft insured for a value
in-line with the current fair market value? Are your liability limits high enough? If you don’t have adjacent crops and crops-being-treated, look into pricing those now.
What about your GPS?
Is your GPS included or excluded from your aircraft hull value? Should it be excluded? GPS Systems are automatically included within the physical damage coverage unless your agent specifies to the insurance company that it is your wish to exclude it. If included, be aware that if your aircraft it totaled in a claim and the GPS is attached, it is therefore considered part of the overall salvage and cannot be removed.
Do you need more insurance?
Your aircraft might be covered, but what about airport premises liability, workers’ compensation, and your hangar? If you will be required to carry workers’ compensation coverage or if you’ve built or bought a new hangar, now is a good time to ask your agent to quote coverage for you if you don’t already have them. Life insurance is not a fun topic to discuss and not an easy or cheap purchase for a pilot. Buy some piece of mind and protect your loved ones before the season starts by asking your agent to checkout your options.
Take Your Air Tractor Maintenance Skills to the Next Level
Act Soon. Classes Fill Up Fast!
Join Air Tractor for one of their Air Tractor Maintenance Familiarization Courses this year. Gain hands-on training and expand your knowledge of airframe and powerplant systems, maintenance, and repairs.
New courses are scheduled for:
• July 28-31, 2025
• Nov. 10-13, 2025
• Dec. 8-11, 2025
Held at Air Tractor headquarters in Olney, Texas, the courses provide in-depth instruction by Air Tractor factory instructors. Air Tractor has packaged their expertise into maintenance training classes that meet or exceed worldwide regulatory requirements for the entire fleet of Air Tractor aircraft as well as supplemental systems and technology.
Class sizes are limited.
Looking for onsite training?
Air Tractor instructors will provide onsite training at your facility upon request.
Contact Air Tractor directly for more information.
PRATT & WHITNEY ENGINES Complete stock of parts, tools and accessories
R1830-92, -94, -75 R-2000-7M2 • R2800 VINTAGE & ANDERSON
WE BUY PARTS, INVENTORIES, AND USED ENGINES
DRAKE’S PERSPECTIVE
Drake Martin | drake.martin@chem-man.com
The Chem-Man Seminar
We recently hosted our fifth annual educational seminar for Chem-Man. The event was held at the Hilton Garden Inn in Jonesboro, Arkansas (home of our flagship location).
The seminar has been a well-received course we have offered over the years as an opportunity for current customers and users to receive a refresher course, see new enhancements and updates, and for prospective users to see what Chem-Man is all about. It has always been very important to Regina, myself and everyone at Chem-Man to ensure our users and customers are educated on how to use the program to its full capabilities and be aware of new enhancements and updates. For that reason, Regina was inspired years ago to begin offering this seminar before the beginning of the spray season.
I had the honor to lead the seminar, making this the second year for me to conduct the class and be the person in the hot seat. Although it is no nuance for me to host an education session on behalf of Chem-Man (as I usually do so at all state aerial association conventions), this seminar hit close to home in the weeks before my preparations. In the last two weeks leading up to the day of the seminar, I worked diligently to compose an outline and a syllabus for what I would cover and prepare examples in the account I use for demonstration purposes. Whenever I host an education session, I like to ensure I’m well prepared with my material and present information pertinent and relevant to the geographical setting and workflow of those I anticipate in attendance. It wasn’t until ¾ of the way into composing my material that I realized the irony of the situation as not long ago, I would be one of the Chem-Man users amongst many others in the crowd, eager to learn, discover new ways to streamline operations, improve efficiency, and enhance productivity.
As I have stated before, I was a user of Chem-Man before my career with Chem-Man began. In 2019, I was given an opportunity to manage a newly formed ag flying business where I would be introduced to using Chem-Man for the first
time. I received brief training from another user of Chem-Man and was thrown to the wolves in a sense to learn how to use and navigate through the program, unbeknownst to me at the time that Chem-Man provides free and unlimited training to its users. Considering the brief introduction to ChemMan, I still somehow stumbled through the first season in business successfully but only used the program's capabilities at a bare minimum. As the second season was rapidly approaching, I was invited to attend the first annual ChemMan seminar in Jonesboro and accepted the invite without hesitation. I expected to learn many things and gain some valuable insight, but little did I know that I would be exposed to a portion of the program that I never knew existed that would single-handedly help improve operations ten-fold and help me manage the workload beyond any degree and extent in which I had done in the previous year.
In the previous year, I only used Chem-Man to bill completed jobs, produce a single-page map, and keep track of orders, all in a large paper workbook. I would then take that full-page map after it was printed, handwrite the acres, grower, and chemical mixture, and notate any adjacent crops that would pose an issue for inadvertent drift. Once I sat through the first few minutes, I quickly saw all that I wasn’t utilizing, such as the job scheduling management system, the work orders that contained maps with all the pertinent job information, and the various reports available within the program. I realized how much time I had squandered handwriting load sheets, notating maps, marking sensitive areas, and listing the mixture, all while being oblivious that Chem-Man’s program could do all of this for me. I was certain that everything discussed would help improve operations moving forward with the current spray season. I wanted to make certain that with the roles being reversed and myself being the one presenting, I could share Chem-Man features that would be of comparable value to the audience. I prefaced the seminar by telling the crowd I was in their shoes not long ago. I hoped the attendees would go forth with a newfound knowledge of how to make operations even better than before with the undiscovered features of Chem-Man.
(Continued on page 56)
I began the presentation by creating a work order and taking that work order through the entire dispatching process, all the way over to the billing aspect. Once the job was complete, from the conception of the job to completion, I broke every area of Chem-Man down so that we could see how we could move the job through the flow. I dissected each area of the program and all the options and areas of input within each section. I wanted to ensure that no stone was left unturned, even for those who had been using the program for several years. There were several breaks between each subject to keep the crowd engaged, and everyone in attendance had a chance to have their name drawn for select giveaways. Lunch was provided by Chem-Man and served as a chance for operations and their representatives to mingle, share stories, and swap workflow techniques with each other.
By the end of the afternoon, I could sense that the crowd and I had been privy to all the material that could be processed in one day. Considering we had people in attendance from eight hours away, I knew it would be wise to conclude and allow those with long drives to begin making their way home. When it was all said and done, we had roughly 30 people in attendance from states such as Arkansas, Illinois, Louisiana, Mississippi, Missouri, Tennessee, and Texas and different industries ranging from fixed-wing aerial, rotorcraft, ground, and drone. I was
pleased with the engaging questions and conversations, and I’m confident that everyone left with a new understanding of what Chem-Man can do for them.
As Chem-Man continues to grow and advance with the industry, enhancements and updates will need to be shared and shown how to navigate through continuing the need for our annual seminar and the education courses I offer at each state association’s conference. We are thankful to everyone who spent their day with us during the seminar. A video recording of the seminar will be made available by the time the readers see this article. It will be available on our YouTube channel for those unable to attend so they can view it at their convenience.
While some areas, such as California and the states in the south, have already begun their seasons, it is still very much the offseason for most operations in the US and Canada. I encourage you, whether you use Chem-Man or even another platform, to take the time to understand your software better, update maps and information, and do anything you can to prepare yourself for the upcoming season so that when the time comes, you will have yourself and your operation in the best position possible. Chem-Man is available for additional training and help for those who want to maximize their program, streamline their workflow, and increase efficiency and productivity.
Robert Craymer | robertc@covingtonaircraft.com
Hot Section Inspections CRAYMER’S COUNSEL
Maintenance time is just ahead for many operators. Shops are starting to fill out schedules for off-season work. One of the maintenance items that is frequently discussed is the need for an engine hot section inspection.
While hot section inspection time requirements may differ by engine model, the “mid TBO” recommendation usually applies. Performance loss can also dictate the need for an inspection. For example, the PT6A-34AG engine TBO
(Time Between Overhauls) is 4000 hours, and hot sections are recommended at 2000 hours. For the PT6A-65AG, the basic engine TBO is 3000 hours, and the recommended hot section inspection is 1500 hours. All this information exists for all engine models in various Pratt & Whitney Canada service bulletins. Time constraints are listed in service bulletins, but each engine model’s maintenance manual defines the hot section inspection criteria.
What exactly is a hot section inspection? The hot section inspection is the way of making sure the condition of
(Continued on page 60)
Hot Section
some of the hardest working parts in your engine can continue to do the job up to the next inspection interval or until TBO. The PT6 engine is all about efficiency, and the hot section inspection is a simple and fast way to confirm the engine is not losing efficiency in this extreme environment. Because of the temperature and forces applied to the parts in the hot section, a wide variety of factors can change efficiency just through normal operation. Fretting, wear, cracking, and rubbing all have a chance to exist in the hot section, and all can negatively affect your engine’s performance.
When the engine is split to perform the hot section inspection, one of the first tasks is to measure the compressor turbine blade tip clearance. Tip clearance is one of the key areas for efficiency. On a PT6A-34AG, for example, the median tip clearance is .013”. That is only the thickness of a couple of business cards. That clearance is awfully close for a disk that spins thousands of revolutions per minute in temperatures of hundreds of degrees. When those tip clearances begin to increase, you lose performance. In the cockpit, that means the engine is not making power because of temperature limitations.
After tip clearances are measured, the turbine disk is removed, and the rest of the hot section parts are checked for deterioration, distress, or other problems. Once repairs are made, and issues addressed, components are resurfaced and resealed as needed. The compressor turbine blade tip clearance is reset to get maximum efficiency by changing and/or grinding the segments. Then the hot section is reinstalled. That is a basic overview.
There are additional requirements as part of the inspection. Bleed valve and compressor condition must be checked. The gas generator case has inspection criteria. The fuel nozzles, the power turbine stator and housing, exhaust duct, oil strainers, oil filters, and chip detectors are also checked. No one wants to invest time and money into a hot section only to find out the compressor has issues and the engine must be removed. What if you find out that the gearboxes are making metal? Perhaps distress in your hot section is being caused by a fuel nozzle issue? Proper inspection of all parts and fulfilling all inspection criteria are essential when it comes to hot section inspection.
Segment Grinding
CT Blade Tips
KUGLER Fertilizers are formulated to the highest quality, making them ideal for aerial application. With KUGLER QUALITY, you don’t have plugging problems. When you apply KUGLER QUALITY Fertilizers, you maximize your airtime.
When foliar applying high quality Kugler Fertilizers, you also don’t have to worry about rust or corrosion on the plane or ground equipment.
This season, make the change to high quality Kugler Fertilizers. We make it. We sell it. And nobody can match our ease of aerial application –Think Local. Think Kugler.
Michelle Miller | michelle@thefarmbabe.com
Eggs are Good Past Their EGGSpirarion Date! SPREADING THE FACTS
And Other Egg Myths
Eggs are a staple in most kitchens, yet the array of labels and expiration dates can be confusing. From “cage-free” to “organic” to “best by” dates, it's hard to know what's meaningful and what's marketing.
Adding to the egg mystery, if you’ve ever been to a hotel breakfast buffet and wondered why those eggs taste so rubbery, there’s an answer for that too! Here, we’ll debunk common myths around egg labels, expiration dates, and why hotel eggs just aren’t the same as homemade.
Myth #1: Expiration Dates Mean the Eggs Are Bad After That Date
A common misconception is that eggs are no longer safe to eat once the expiration or “best by” date passes. The truth is,
eggs often stay good for weeks after the printed date. In the U.S., most egg cartons come with a “sell by” or “expiration” date, but this is typically a guide for retailers rather than a strict deadline for consumers.
In reality, eggs appropriately stored in the refrigerator can last around 3-5 weeks beyond their printed expiration date. The reason for this lies in the shell: eggs have a natural protective coating called the "bloom" that seals the shell’s pores and helps keep bacteria out. This coating is washed off in commercial production, but refrigeration still preserves eggs for quite a long time.
Myth #2: Cage-Free, Free-Range, and Organic Labels Guarantee Healthier or Tastier Eggs
Another confusing aspect of eggs is the variety of labels: “cage-free,” “free-range,” “pasture-raised,” and “organic.”
Tuffcoat components are tool steel strong
Non-stick surface for quick clean-out
ALL AIRCRAFT MAKES
SPECIALTY APPLICATION AVAILABLE FAA/PMA approved www.agrinautics.com 435-586-1200 • sales@agrinautics.com 1215 N. Airport Road • Cedar City, UT 84721
While each term reflects different farming aspects, none inherently guarantee a better-tasting or more nutritious egg.
Cage-Free: Cage-free means hens aren’t kept in individual cages but typically live in large indoor facilities. They may have slightly more freedom to move around than caged hens, but they generally don’t have outdoor access, and the housing system isn’t typically any better for bird welfare or food safety.
Free-Range: Free-range eggs come from hens that have access to the outdoors. However, this term doesn’t necessarily mean they roam in vast open pastures; “outdoor access” can mean a small fenced area, and the amount of time they spend outside varies.
Organic: Organic eggs generally come from hens fed organic, non-GMO feed and raised without synthetic pesticides or antibiotics. However, organic certification mainly relates to feed and farming practices, not necessarily the egg's quality or taste.
Pasture-Raised: This label indicates that hens have more space to roam outdoors. Pasture-raised eggs often come from smaller farms where hens forage for bugs and plants, which can contribute to deeper yolk color and potentially different flavor. Yolk color reflects the hens' diet, while shell color reflects the breed.
While these labels reflect varying degrees of animal welfare, studies show little difference in nutritional content. So, if you’re paying more for organic or cage-free eggs, you might be supporting certain farming practices, but there’s no guarantee
of better flavor or nutrition. Local backyard eggs may offer the best bang for your buck in terms of local quality and flavor.
Myth #3: Hotel Eggs Are the Same as Fresh Eggs
If you’re a frequent traveler, you may have noticed that hotel breakfast eggs can taste odd—rubbery, watery, or even slightly gritty. I’ve wondered this on many hotel stays, questioning why these eggs never seem to taste as good as the ones I make at home. The answer? Many hotel “scrambled eggs” are reconstituted egg powder.
Egg powder is made by drying whole eggs into a fine powder, which can then be rehydrated with water. This process is cost-effective, easy to store, and reduces waste for high-volume operations like hotels. However, powdered eggs often lose some of their texture and flavor, which is why hotel scrambled eggs can taste rubbery or artificial.
The next time you’re at a hotel breakfast, consider the “mystery of the rubbery egg” solved: these aren’t freshly cracked eggs scrambled on the spot but rehydrated egg powder designed for efficiency over taste.
Understanding egg labels, shelf life, and why hotel eggs taste different can help you make informed choices without falling for marketing myths. Remember that eggs, when properly stored, often last much longer than the expiration date suggests. Eggs are an excellent and nutritious choice regardless of farm size or marketing label.
A WING AND A PRAYER
Carlin Lawrence | carlin@agairupdate.com
Are You Ready For Jesus Christ’s Return To Earth?
We celebrated the birth of Jesus Christ on December 25, 2024, the most celebrated event in the western world. All the other celebrations of the year combined are not as large as the Christmas celebration; and that is good.
The second coming of Jesus Christ will not be a joyful event for this world. Jesus said, “For nation will rise against nation, and kingdom against kingdom. And there will be famines, pestilences, and earthquakes…There will be great tribulation, such as has not been since the beginning of the world until this time, no, nor ever shall be. And unless those days were shortened, no flesh would be saved; but for the elect’s sake those days will be shortened...There will be signs in the sun, moon and stars. On the earth, nations will be in anguish and perplexity at the roaring and tossing of the sea. People will faint from terror, apprehensive of what is coming on the world, for the heavenly bodies will be shaken. At that time they will see the Son of Man coming in a cloud with power and great glory” (Matthew 24:7, 21-22; Luke 21:25-27).
How will this unbelieving world be living when Jesus Christ comes back to this earth? Jesus said, “Just as the days of Noah were, so also will the coming of the Son of Man be. For as in the days before the flood, they were eating and drinking, marrying and giving in marriage, until the day that Noah entered the ark, and did not know until the flood came and took them all away, so also will the coming of the Son of Man be” (Matthew 24:3739). It took Noah 120 years to complete the Ark; a ship about the size of the Queen Mary. During that time Noah was telling the people that God was going to send a flood on the land. But these people went about their daily life of eating, drinking,
getting married, and giving in marriage. There is nothing wrong with these things, but these people paid absolutely no attention to what Noah was saying about God sending a flood. Maybe they ignored Noah because it had never rained on them; but their unbelief caused their death. Only Noah and his family were saved (Genesis 6-7).
Jesus Christ came the first time to save sinners. When Jesus Christ comes again He will return in His full glory, as sovereign Lord to judge unbelievers, cast the Antichrist and false prophet into the lake of fire, bind Satan for a thousand years, and establish His kingdom and rule on this earth for a thousand years (Revelations 19-20). The Bible repeatedly says that everyone who ignores God’s salvation through faith in Jesus Christ will suffer God’s wrath upon them. Jesus said, “He who believes in the Son has everlasting life; and he who does not believe the Son shall not see life, but the wrath of God abides on him” (John 3:36). People who do not believe the Bible is God’s Word to humanity will be going about their daily life just like the people of Noah’s day when the great tribulation comes upon this earth; and they will suffer the consequences of their unbelief for all eternity.
The event that signals the beginning of the great tribulation spoken of in Revelation chapters 6-19 will be when God takes Jesus’ church out of this world. Paul wrote, “For the Lord Himself will descend from heaven with a shout, with the voice of an archangel, and with the trumpet of God. And the dead in Christ will rise first. Then we who are alive and remain shall be caught up together with them in the clouds to meet the Lord in the air. And thus we shall always be with the Lord. Therefore comfort one another with these words” (1 Thessalonians 3:16-18). The church is taken out in the twinkling of the eye (1 Corinthians 15:51-52). Christians from all over the world will disappear, having been taken into God’s heaven. When will this happen? Jesus told His disciples that neither He nor the
angels knew when this will happen; only God the Father knows. This could happen at any moment! (Matthew 24:36-41).
How should Christians live considering that Jesus Christ could come back at any moment? Jesus said, “Take heed to yourselves, lest your hearts be weighed down with carousing, drunkenness, and cares of this life, and that Day come on you unexpectedly… Watch therefore, and pray always that you may be counted worthy to escape all these things that will come to pass, and to stand before the Son of Man (Luke 21:34-36). Paul tells us to eagerly wait for the revelation of Jesus Christ, denying ungodliness and worldly lust, live soberly, righteously, and godly in this ungodly world, looking for the blessed hope and glorious appearing of our great God and Savior Jesus Christ (1Corinthians 1:4-7, Titus 2:12-13). James wrote, “Be patient, brethren, until the coming of the Lord…Establish your hearts, for the coming of the Lord is at hand” (James 5:7-8). Have you kept the faith? (2 Timothy 4:7).
The gifts to Jesus Christ as a child were gold, frankincense and myrrh. Jesus Christ does not need earthly gifts in heaven. The heart and faithful gifts of vigilant anticipation, being alert, watchfulness, and readiness are what Jesus Christ expects from Christians today. The Christians at Thessalonica were eagerly waiting for Jesus Christ to return to this earth (1 Thessalonians 1:10). Are you waiting patiently, eagerly, and living a godly life for Jesus Christ every day? Are you watchful in your motives, thoughts, words, and actions? Even if Jesus Christ does not come back in 2025, those of us who die in 2025 will meet Jesus Christ face to face—are you ready? Is Jesus Christ your Lord and Savior? Paul wrote, “Examine yourselves to see if you are in the faith. Test yourselves!” (2 Corinthians 13:5). Peter said to make our calling and election sure (2 Peter 1:10). Will Jesus say to you, “Well done, good and faithful servant!” Jesus Christ said His words will never pass away (Luke 21:33); Jesus Christ’s promise to humanity is that He will return to this earth! Are you ready?
NTSB REPORTS
Accident Synopses
Accident Number: WPR24LA138
Location: Lewiston, Idaho
Date: May 2, 2024
Aircraft: Aerospatiale SA315B
Injuries: 1 Minor
Analysis
According to the pilot, while performing an aerial application on a field, the helicopter struck a set of power lines that he was previously aware of and had been working around during the flight. Following the impact with wires, he initiated a forced landing to a field. The helicopter sustained substantial damage to the main rotor blades, transmission, tail rotor drive shaft, and tail boom.
The pilot reported there were no mechanical failures or anomalies with the helicopter that would have precluded normal operation.
Probable Cause and Findings
The National Transportation Safety Board determines the probable cause(s) of this accident to be: The pilot’s failure to maintain clearance from power lines during a low level aerial application.
Accident Number: WPR24LA151
Location: Maxwell, California
Date: May 12, 2024
Aircraft: Grumman G164
Injuries: 1 Serious
Analysis
The pilot reported that he landed long on a dirt runway and realized he was running out of runway. He decided to abort the landing and applied full power as it was too late to stop the airplane, and that it did not accelerate as he expected due to the soft dirt. The pilot added that the airplane did not have enough airspeed to fly and while in ground effect, it struck a tree limb and cartwheeled. A post-impact fire ensued and the airplane was destroyed. The pilot stated that there were no pre impact mechanical malfunctions or failures with the airplane that would have precluded normal operation.
Probable Cause and Findings
The National Transportation Safety Board determines the probable cause(s) of this accident to be: The pilot’s failure to ascertain a proper touchdown point and their late decision to initiate a go-around, which resulted in a subsequent collision with vegetation.
Accident Number: WPR24LA165
Location: Rome, Oregon
Date: May 26, 2024
Aircraft: GRUMMAN ACFT ENG CORSCHWEIZER G-164A
Injuries: --
Analysis
The pilot reported that while landing on a gravel road, the right main tire sank into soft terrain along the right side of the road. Subsequently, the airplane nosed over and came to rest inverted. During the accident sequence, the airplane sustained substantial damage to the upper wings and vertical stabilizer. The pilot reported that there were no preaccident mechanical failures or malfunctions with the airplane that precluded normal operation.
Probable Cause and Findings
The National Transportation Safety Board determines the probable cause(s) of this accident to be: The pilot’s failure to maintain directional control during landing.
Accident Number: CEN24LA229
Location: White, South Dakota
Date: June 13, 2024
Aircraft: Aero Commander S2R
Injuries: 1 Minor
Analysis
The pilot reported that he was performing a low-level aerial application flight, applying liquid chemical to a rural pasture. As the airplane was climbing out of the pasture, a flock of ducks flew in front of the airplane at about 30 ft agl. Several seconds later, the turboprop engine quit producing thrust. The pilot checked the engine gauges to verify the total loss of engine power,he moved the power lever forward, and he performed a forced landing from about 80 ft agl to a grass field straight ahead. An emergency hopper dump was not performed prior to landing. During the landing, the airplane’s main landing gear sunk into the wet ground. The airplane nosed over and came to rest inverted. The pilot egressed from a broken window on the left-side of the cockpit, as the right-side cockpit door was jammed from the mud.
The airplane sustained substantial damage to the engine mount, fuselage, empennage, and the right wing. Prior to the collision and engine ingestion with ducks, the operator reported there were no preimpact mechanical malfunctions or failures with the airframe or the engine that would have precluded normal operation.
Postaccident examination confirmed the duck remains were from a Mallard (Anas platyrhynchos), which is classified as a large dabbling duck. Deoxyribonucleic acid (DNA)gender-typing confirmed that both male and female Mallard remains were found in the wreckage.
Probable Cause and Findings
The National Transportation Safety Board determines the probable cause(s) of this accident to be: A low-level collision and engine ingestion with ducks, which resulted in a total loss of engine power, a forced landing, and a subsequent nose over.
Accident Number: CEN24LA241
Location: Andover, Missouri
Date: June 27, 2024
Aircraft: Air Tractor Inc AT-301
Injuries: None
Analysis
The pilot was conducting an agricultural flight when the airplane was unable to maintain altitude and airspeed during cruise flight between the departure airport and the field to be fertilized. The pilot reported that the engine continued to operate normally, and all the engine instruments (engine RPM, manifold pressure, oil pressure, fuel pressure, and oil temperature)indicated normal values for the airplane in a cruise flight configuration with the flaps retracted. The pilot verified that the mixture and throttle positions were correct before she increased the throttle, but there was no increase in engine power and the airplane continued to descend. The pilot began to jettison the 1,700 lbs of dry fertilizer as she maneuvered the airplane toward a nearby open field. The airplane’s left wing clipped a tree as the airplane descended into the field. The airplane subsequently landed hard and came to rest upright in the field. The fuselage, engine mounts, and both wings were substantially damaged during the hard landing.
The airplane’s wing fuel tanks remained intact and contained ample fuel that exhibited the color and odor of automobile fuel. A review of airworthiness documentation revealed that the airplane was not authorized to use automobile fuel. When interviewed, the airplane owner/operator acknowledged that the airplane did not have a supplemental type certificate(STC) to use the 87-octane automobile fuel that he sourced from a local gas station. According to a company that specializes in issuance of automobile fuel STCs, the use of automobile fuel containing ethanol can result in damage to rubber and aluminum fuel system components,increases the volatility of the fuel, and can absorb significant amounts of water. Carburetor icing can develop faster with higher volatility fuels. Additionally, older engine designs like the airplane's Pratt & Whitney R-1340-59 radial engine, are susceptible to valve seat recession if the fuel used contains an insufficient level of lead. When asked, the airplane operator indicated that he did not check the automobile gas for the presence of ethanol, nor did he blend aviation fuel to increase the lead content of the automobile fuel. The airplane’s radial engine separated from the fuselage during the accident and was not examined during the investigation.
Probable Cause and Findings
The National Transportation Safety Board determines the probable cause(s) of this accident to be: The pilot’s inability to maintain altitude and airspeed during cruise flight likely due to a decrease in engine performance associated with the unauthorized use of automobile fuel, which led to an in flight collision with a tree and hard landing.
LOW & SLOW
Mabry I. Anderson | An Insider’s History of Agricultural Aviation
Chapter Two: The Equipment & People (cont.)
An NAAA Committee was appointed, headed by George Bullard of Mississippi. It included Robert Phillips of California, Richard Reade of Missouri, and Phil Marvin of Kansas. Representatives from all other state associations were appointed and these men met in splinter groups during succeeding months, working out the details of the organization.
Bullard, an associate professor of economics at Mississippi Southern University and executive director of the Mississippi association took a long leave of absence from his academic duties and set about initiating the mechanics of organization and conducted a fund-raising drive directed at operators and allied industry people all over the country. The drive successfully raised sufficient funds to make organization possible. Bullard also drafted a provisional constitution for the organization.
The rest is history. The organization formally came into being on November 28, 1966, and was initially known as the National Aerial Applicators Association. A constitution and by-laws were adopted and an election held for the first slate of officers and directors. Elected were president Richard Reade,
vice president Robert Phillips, treasurer A.T. Morgan, and secretary George D. Harris.
Under this leadership, the Association "took off” and the following May the officers met in Dallas and hired Farrell Higbee of Loveland, Colorado, as executive director. Higbee had a background in farming, the farm chemical business, plus 12 years of practical field experience in entomology, agronomy, plant pathology, and business.
One of his first assignments was to establish a national office in Washington D.C., and to make an 8,000 mile tour of the country, visiting applicators and recruiting membership. Within a year after its formation, NAAA was the recognized and respected voice of ag aviation.
The first annual NAAA convention was held in Dallas, Texas, December 3-5, 1967. At the meeting Richard Reade summed up the Association's 1967 achievements: "I suppose that the fact that we have become economically self-sufficient is our greatest accomplishment, because, without funds, we would have collapsed. Equally important is the fact that we have found an ideal executive director in Farrell Higbee.
"We have also created a cohesive force or focal point for the aerial application industry. The results of our cooperative efforts with other groups are shown in recent USDA changes in the skip-row penalties on cotton for 1968, which will give our operators a much better opportunity to serve their customers.
"I might also add that our Legislative Committee, headed up by Phil Marvin, has been very active and
Long-time NAAA supporters (left to right): Bob Bailey, Foster Hollingsworth, Sr., John R. Hollingsworth (in cockpit, former NAAA president), and Carl Heimer of Piper, gathered around a 235 Piper Pawnee.
has gotten some favorable rulings that allow operators to use products that were otherwise restricted."
Within its first year, NAAA welded 20 state organizations. Since that time, all of the state organizations have become active members. In addition to membership throughout the United States, NAAA now serves much of the world, with a sizable international membership which is growing annually.
Chapter Three: The Move Westward
The seven-cylinder LeRhone rotary engine screams with a bloodcurdling sound. In my record library I have a vintage LP that records the sounds of World War I aircraft. Listening to the famous Camel pursuit ship warming up that LeRhone raises the hackles on the neck and makes the blood run cold!
The LeRhone's inventor had the cylinders revolve around the crankshaft, rather than vice versa. The propeller was bolted and welded to the cylinder base. All seven cylinders and the prop revolved together, emitting a devilish sound not unlike that of a dying banshee! To make matters worse, the engine had no conventional carburetor and
(Continued on page 72)
no throttle at all. It ran wide open. The power was reduced by grounding out individual cylinders by pressing buttons in the cockpit.
The fellows who flew these aircraft were certain that the plane itself killed more pilots than the Kaiser's aces! I was a personal friend of a World War I ace, Colonel Howard Stovall of Stovall, Mississippi, a man credited with shooting down seven German Fokkers and Phalz's in 1918. The Colonel loved to talk about the Camel.
"The torque on that bird with a LeRhone rotary was unbelievable," he used to say. "If you pulled up steep and banked in the direction of the torque, the Camel would go over the top instantly and you would find yourself in a very hairy situation! Sometimes you could pull it out in time, but a lot of good men didn't."
In spite of its drawbacks, the LeRhone was one of the best engines of its day. Although French-built, hundreds found their way into the United States surplus market in the early 1920s. Oddly enough, this contributed significantly to the development of agricultural flying, particularly in Texas.
Around 1924 or 1925, a Captain Tipps, barnstormer and World War I pilot, went into partnership with a skilled machinist named Smith in Houston, Texas. A shop was set
up in collaboration with the H.G. Wilcox Aircraft Company, which specialized in the sale of surplus aircraft, particularly the Standard Js that were plentiful. Tipps and Smith were joined by another intrepid airman, Curtis Quick, and they began converting these surplus LeRhones into stationary engines with conventional carburetors and throttles, with the crankshaft doing the rotating instead of the cylinders. They were successful to a degree, and these engines were installed in quantity in the Standards, many of which found their way into the hands of early crop dusters.
According to J.O. Dockery in an interview, Tipps, Smith, and Quick also installed dust hoppers in these Standards and began dusting cotton in the Brazos Valley, particularly around Sugar Land, Richmond, Bryan, and Navasoto as early as 1925. Some of their early pilots included Eddie Bond, Gardner Nagle, Lewis "Bozo" Moore, and for a while in 1926, J.O. Dockery himself.
You’ve been reading excerpts from Low and Slow by Mabry I. Anderson, reflecting on the golden age of agricultural aviation.
Don’t miss next month’s installment, featuring more captivating stories of the ingenuity and determination that shaped this growing industry.
Early Texas Waco 9 dusting with calcium arsenate.
Stories from AgAir Update Featured 20 Years Ago
Pro-Services in Australia
by Bill Lavender
Somewhere between St. George and Emerald, a Jones Air Service pilot flew me in the company’s Cessna 210 to meet with host number three in this three-part series of my journey through eastern Australia.
EMERALD, QUEENSLAND AUSTRALIA — Within minutes of landing, a Piper PA-32-300 landed and from a distance looked like any other general aviation aircraft. Such was not the case. I had overheard Hedley Watt and Peter Jones discuss the buffle seed plane. Of course, I had never heard of such in my 30 years of aviation,but then, I was a Yankee from the States.
Hedley Watt, owner and chief pilot for Aero Professional Services, began ag spraying a couple of decades ago with a Fletcher in his homeland of New Zealand. Later, he worked for Emerald Aerial Treatment in Emerald, QLD Australia and Central Highlands Air Transport. During this time, he flew night freight.
In May of 1997, Hedley bought Emerald Aerial Treatment and changed the name to Aero Professional Services. The company operates a fleet of ag-aircraft that includes three turbo Thrush, Two Air Tractor AT-301s and the infamous buffle plane for a total of six aircraft. Each of the Thrush are powered by different types of power-plants; a TPE-331-10 in a dual cockpit Thrush, a PT6A-34, also in a dual cockpit Thrush and a PT6A-15 Thrush. The AT-301s are powered by a TPE-331-2 conversions by Eastern Australia Airlines utilizing a 400-gallon hopper from an AT-402.
But, I digress. When I climbed on board the PA-32 to fly to Emerald, Hedley began apologizing for the interior condition of the aircraft. I told him never mind, I was used to all kinds of configurations of aircraft.
(Continued on page 76)
Hedley Watt at his desk, preparing for another day at work in Emerald.
Hedley points out the spray system on the AT-301 that is all hospital grade stainless steel except for the pump.
However, this was a new one for me. All the seats, except the pilot and copilot’s, were removed. The interior’s carpet,headliner, side panels and anything else that would come out was stripped. In the floor of the aircraft, behind the pilot's seat, was a hole about a foot wide and two feet long with an inverted scoop mounted on the outside. This is where the buffle seed “manager” opens up bags of seed and dumps them out the aircraft.
With the guidance of GPS,the buffle seed pilot spreads his load of seed over pastureland at the rate of one pound per acre. Buffle seed is applied by air to improve pastureland for grazing cattle. The buffle seed is light and burry, preventing it from flowing properly from a typical ag plane configuration. Besides, the Piper PA-32 works just fine and is much more cost effective. Also with the Piper, the Australian dingo can be controlled with the use of poisoned meat for bait. This can be an especially challenging “application” for the pilot and “meat manager”. It seems the dingo likes the meat best the more rotten it is. Imagine the smell in the aircraft!
Hedley Watt runs a diversified ag-flying operation. Aero Professional Services primarily treats cotton with its aircraft. However, the company has branched into other types of applications besides dingo baiting and buffle seed spreading, incorporating various application technologies to best suit the job at hand.
Hedley has been experimenting with the Spectrum Electrostatic System for two seasons. He has one customer that particularly likes the ES system. This customer has 19,000 acres of grain in eight fields! Of course not all of Hedley’s customers have such good flying, with the average farm in Emerald being about 500 acres with the average field being about 125 acres.
With the ES system, Hedley’s aircraft apply defoliants, broad leaf herbicides, and Roundup at one gallon per acre (10 liters/ hectare). The TPE331-10 Thrush is used for the ES system.
The JARBA boom (see AAU November 2004 edition) is another form of advanced aerial spraying technology used by Hedley. Cotton is sprayed at three gallons per acre total volume (30 liters/ha) with the JARBA boom. “I like the ability to control droplet size while on the fly. The boom is good to use in sensitive areas where I can dial-up a big droplet or cutoff a section with only the flick of a switch. The boom has a good flow rate range. Also, the Farmscan Airlink controller allows variable rate applications and works well with wet applications with the JARBA boom, as well as dry applications.”
A private company provides Vigor imagery data and prescriptions from satellites that are incorporated into the JARBA spraying system with the Farm-Scan Airlink. The JARBA boom is outfitted to the AT-301, the TPE333-10 Thrush and
Hedley Watt and his TPE-331-10 Thrush in front of the maintenance shop in Emerald, Queensland Australia.
the -34, but these aircraft can easily be retrofitted to either a Micronair rotary atomizer or CP nozzle boom system.
Other forms of Hedley’s diversification plan include strip seeding with Stylo seeds and Graslan herbicide applications. These applications require specialized equipment that adds tach time to the aircraft in the off-season.
Stylo seeding makes up about 200 hours of flying in a given year. An average day can mean ten tons being applied with ten loads. Typically, it takes about an hour to fly-on a load of Stylo seed. Load time is not a critical element in the process, since
(Continued on page 78)
Stylo seeding requires a special loading rig. Aero Professional Services’ loader is equipped in a manner that avoids special over-the-road licensing with individual 44-Imperial gallon drums for fuel. The loader disconnects from the rear of the truck and reconnects to the front for loading the aircraft. The loading unit is a belt loader to avoid damaging the seed. Often the crew is out for two or three days on a Stylo seeding contract.
•
•
•Boost
•MVP
•
•Wiring
•Aerodynamic
•
the aircraft needs refueling during this time and the pilot can take a short break before leaving again for another long hour.
efficient ways, preserving precious water resources in an area that has been drought-stricken for the last four years or more.
When I left Aero Professional Services airstrip, Hedley was planning on adding a hangar, rebuilding the office space and adding wireless computer communications to the shop, enabling the shop at one end of the airstrip to be able to communicate with the office on the other end. I’ve since had an email from Hedley saying all is going to plan. I do not doubt it at all. Hedley Watt runs a tip-top operation using diversification and advanced ag-aviation technology to keep his business profitable and successful.
Stylo seeding is applied in 150-foot wide strips, often over 10,000-acre pasture blocks, for cattle fodder. The seed is applied in alternating strips. It quickly responds to rainfall, germinating much faster than typical grass seed or cover crop grains. The Stylo allows for a quick grazing crop while pasture grasses become established.
Graslan, a clay-based pellet, is used to control woody brush re-growth. It helps keep cleared land from reverting back to a woody undergrowth state. An application rate of Graslan at 10 pounds per acre (10 kilograms/ha) is good for about seven to eight years. Aero Professional Services is the only Graslan contractor in all of Australia. The product is used only in the state of Queensland.
However, at Professional Aero Services, cotton is king. It is the primary crop sprayed by the company, even with its multiple diversifications. Cotton is flood irrigated throughout the Emerald farming area. In some fields, a perforated trickle tape, buried under the row one meter apart, irrigates cotton. This is an expensive way to irrigate, but it also one of the most
The entrance to Aero Professional Services.
(BELOW) The buffle seed plane. Buffle seed is thrown out the opening in the back. Also, raw, spoiled, poisoned meat is dumped through the hole to bait dingo.
CLASSIFIEDS
AIRCRAFT – AG CAT
1996 AG CAT 400 gal Super B –FACTORY – 270 SHSI (1730hrs remaining before next HSI); 270 SGBI (3730hrs remaining before next GBI) (HSI & GBI done by TAE); 101 SPOH and New blades (done by Precision Propeller Boise ID); metal wings, 115 gal fuel, battery conversion, fast start, single point fuel, W/washer, heat, new AC, smoker, flagger, aileron servos, Bantam GPS with flow control, Lane brake, fan, Agrinautics pump, SS spray valve, SS load valve, SS center section/booms, CP11's, swathmaster. *Aircraft is being refurbished with new panels, leading edge skins, SS camlocs, tail removed-refinished, panels painted grey inside, exterior is Air Tractor yellow. (Hangar & flying picture was summer 2024, disassembled aircraft pictures Dec 2024) Possible partial trade for 500gal plane. $375,000 OBO. ** This is Not a dry fertilizer airplane. Questions, please message. Contact 509-853-8119, or email: agairflying@gmail.com
1975 Ag Cat Grumman G164A – 20 Mills Cat, N8718H, 330 Gal with 38” gate, 1639 SMOH, 439 SHOT, 1641 SPOH +4 blades, Kawak throttle, Single point Fuel, Locking TW, Aero-Mod wing tip extensions, Yuba City CA. $220k. Call Jared Segebartt at 208-301-0683
1972 Ag Cat Grumman G164A – 1 Garrett
Ag Cat, 270 Hrs since Hot and Gearbox at CD Aviation, 270 SPOH, 115 Gal fuel, Metallized wings, 2022 New Gear legs and Tail spring, 2022 ALL new hardware every Nut and Bolt, taken down to frame and everything painted, 2022 New 330gal hopper, All New 2022 Firewall FWD. Insulated and sealed cockpit. The AC ACTUALLY WORKS! B Model windshield, 25” gate box, Bantom GPS, Garmin Com radio. Frankford Missouri. $330K. Call Jared Segebartt at 208-301-0683
Ag Cat 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).
Call +1 (870) 886-2418
Ag Cat G164A + – Export Special: G164A+, Fresh AmAg repair w/factoryjigged frameworks, New 335-Hopper, Ext'd/Metal Wings, 80-fuel, 24V w/ Strobes, E-Servo, TWL, Hybrid Combo. Ready for 1000 hr. service-run. Your certified R985/R1340 E&P installed. $85K includes CofAW4 Export flyaway, $90K in your container.
Call +1 (870) 886-2418
1976 Ag Cat B Model -1 Garrett Engine, Less than 100 hrs. on fresh overhaul 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
1978 Ag Cat C Model – A/C, Super 6 Garrett Engine, SATLOC M3, 500-gallon hopper, Agrinautics spray system, and Breckenridge spreader, 38 in. gate box.
Call Jack for more details at 530-682-6740
AIRCRAFT – AIR TRACTOR
2011 Air Tractor 502 – 34, Very nice 502. TTAE 5130, Fresh annual and fresh hot section. No damage or corrosion. It's been in eastern NM/ west TX since new. AgPilot X GPS. $650,000. Call (575)799-2504
1996 Air Tractor 401B – TTAF 6071, M601E-11 750 HP SMOH 1933, Avia prop SMOH 1056, AC, Satloc M3, flow control, CP-11, 3-inch loading, Hopper rinse, Smoker, Right boom shut off, Flying daily, times will change. 195k. Contact Arley at arleydueck@gmail.com
2025 Air Tractor 802A -65AG Spring
Delivery. Factory options include Garmin audio panel, ADS-B in/out, and Smoker. Call Southeastern Aircraft Sales for details and pricing at 772-461-8924
2021 Air Tractor 802 DC N870JT – TT 1430, Hydraulic flaps & Gate 10”, Wingman, Falcon GPS & flow control L8 lightbar, Raebe hopper gauge, 302 gal fuel & single point, Garmin Radio & transponder, PS audio panel, CP 09 nozzles, AC & Heat, Tail deflector, LED lights, Smoker, Central AR currently working. Fresh Annual with sale. $1.9M.
Call or text for logs and pictures. Jared at 208-301-0683 or Jordan at 208-301-4162
2005 Air Tractor 402B N402BT – TTAF
5,466.4, PT6A-15AG SN: PD0081 680 HP TTE: 5444.4, Hartzell HC-B3TN-3D SN: BUA-29631 Blades: T0282NS+4 5444.4 TT, Shadin digital fuel system, smoker, nose lights Nav lights w/strobes, A/C & heat, 5 Bladed fan & pump. Annual 7-24-2024 Performed by MCAC, Expires 8-1-2025 Eddy Current Inspection due at 5900.4 TIS Wing spar life extended to 8000.0 HRS TIS.
Call Mid-Continent at 800-325-0885
1998 Air Tractor 402A – 8911 TTAF, 1138.3 since spars by Valley Aircrafts, 1138 since new paint 2017, 2099.3 since Dallas Airmotive light overhaul, 607 SHOT, Satloc Bantam with flow control and G4 screen, Stainless steel booms, single point fueling, Hartzell propeller. $420,000 obo.
Call 509-750-2309
2025 Air Tractor 504 – Ferry time only! Aircraft is currently home in Canada, set it up the way you want!
Call Dave at Portage Aircraft at 204-870-2828
2012 Air Tractor 402B N402Z – TTAF 4602.3, PT6A-34AG, SN: PH0747, 750 HP, Engine Time 4602.3 TT SNEW, Hartzell HC-B3TN-3D Propeller, Blades: T102B2NS+4 SN: BUA32197 Time: 4602.3, Smoker, Bottom load fuel, Bantam w/ Intelliflow, Nav lights & strobe, Garmincomm radio, Garmin TXP, Garmin audio panel, Nose lights, A/C & Heat, 4-bladed pump, Windshield wiper & Washer, Annual 1/21/25, expires 2/1/26, Wing spar life limited to 9800.0 Hrs. TIS. Call Mid-Continent at 573-359-0500 for more information
1993 Air Tractor 502 – -34. Very clean for its age, well maintained. Heavy maintenance accomplished last annual: engine inspection and hot section with lots of engine work done. Gen overhauled, prop overhauled, new gear springs and hardware. 195 hours flown since. Comes with fresh annual. Ag Nav Gold with flow control. Hatfield single-point fuel. Kawak throttle. AC & heat. Reabe canopy. Hopper rinse. EI fuel flow. Smoker. Reabe hopper. Quantity gauge. Vortex Generators. Excellent times and cycles remaining. Approximate times: ACTT 12,500; ETT 10,025; TSHOT 195; TSPOH 195. Cycles remaining: Hub 16300; #2 compressor 15900; #3 compressor 18100; Impeller 13100; CT Disk 8250; PT Disc 19500; 4995 hrs remaining on wing spars. $415,000. Call Austin 609-760-0951
1980 Air Tractor 301 – Nice flying 1980 Air Tractor 301, P&W R1430AN1, TSOH 235, Engine overhauled by Covington in 2020, Hamilton Standard 12D-40 - Prop overhauled in 2024, Satloc Bantam GPS, ducted A/C blows nice and cold, several new parts in 2024. Comes with some spares. Full logs back to new. Willing to work with buyer on export if desired. $88,000. Calls preferred. 513-317-2962
2025 Air Tractor 502XP – Available in February. Call Frost Flying at 870-295-6213 for the price.
1992 Air Tractor 401 – TTAF 7182 hrs, 360 hrs SMOH engine and prop, VGs, drop booms with CP nozzles, spreader, M3, Smoker, AC, Lane electric fan brake, Radios, One year paint, fresh hopper, complete records, no damage history, extra equipment. $147,500. Contact Charlie at 210-601-1707
2009 Air Tractor AT-402B – N422RD, PT6A-34AG, Cascade Inlet, Smoker, Right-hand boom shutoff, Night work lights, Stainless spray system, AFTT and ETT is 30hrs. $975,000. Call Neal Aircraft at 806-828-5892
2021 Air Tractor 502A XP C-GXPZ –
PT6A-140AG, 234 USG Fuel Capacity, A/C, Heat, Rinse Tank, Large Oil Cooler, OAT, MVP-50T, AmSafe Restraints, Allen STBY Attitude, Lane Electric Brake, 3” Load, Right Boom Shut-Off, L&R Work Lights, LED Taxi Lights, Kawak Quadrant, Satloc G4 w/Auto-Boom, Intelliflow 3, ACK E-04 ELT, GMA 350C, ADS-B Transponder, GTN 375, GTR 225 COM, XM Radio, CP 11 Nozzles, Stainless Inline Strainer, Hatfield Single Point Fuel, Stainless Spray System, Smoker, VGs, Stainless Steel Cam-Locks, TTSN 689 hrs, one owner, NDH, No fertilizer, hangared, good clean northern aircraft. $1,295,000.00 USD. Call Mike at 204-672-0154
2025 Air Tractor 802A -65AG Spring Delivery. Factory options include Garmin audio panel, ADS-B in/out, and Smoker.
Call Southeastern Aircraft Sales for details and pricing at 772-461-8924
2023 Air Tractor 502A XP C-FXPN –
PT6A-140AG, 234 USG Fuel Capacity, A/C, Heat, Rinse Tank, Large Oil Cooler, OAT, MVP-50T, AmSafe Restraints, Allen STBY Attitude, Lane Electric Brake, 3” Load, Right Boom Shut-Off, L&R Work Lights, LED Taxi Lights, Kawak Quadrant, Satloc G4 w/Auto-Boom, Intelliflow 3, ACK E-04 ELT, GMA 350C, ADS-B Transponder, GTN 375, GTR 225 COM, XM Radio, CP 11 Nozzles, Stainless Inline Strainer, Hatfield Single Point Fuel, Stainless Spray System, Smoker, VGs, Stainless Steel Cam-Locks, TTSN 210 hrs, one owner, NDH, No fertilizer, hangared, good clean northern aircraft. $1,485,000 USD. Call Mike at 204-672-0154
2004 Air Tractor 802A – PT-67AG, TTAF: 9819.5, TTE: 9472.5, TSHI: 971.8, 3701.2 TSNEW on CT Blades, 971.8 on guide vane and small exit duct O/H, 971.8 since extensive power section work with new PT blades by Dallas Airmotive, PTT since new: 971.8, 8658.7 remaining on wings, Spars replaced in 2017, 0 left on landing gear. Figure $20,000 for parts by the time fright gets them here. 213.4 on Fresh O/H Starter/Generator last annual. FCU Since O/H 2323.9, HighPressure Fuel Pump Since O/H 1952.2, Fresh O/H A/C drive and new firewall fwd A/C hoses and receiver dryer last annual. New flap tube two annuals ago. OSU and CSU should have 971.8 (6500 hr life) Great shape, Hatfield fuel system on both sides, load system with Reabe hopper gauge on both sides, Reabe canopy, stainless steel AFS nozzles, G4 with flow control, 7"gate, Amsafe belt, pulsating light, over $600k into it in last 3 years. Fresh annual. $875,000. Call 605-924-6891
1997 Air Tractor 401B – 1029, TT 5449.4, PW1340-AN2 ETSMOH 766.3, ETSIRAN 0 (Covington), PSMOH 2305.8, PTSIRAN 0 (Prop Works) All AD's complied with, All complete logs since new, Annual done 09/24/2024. $265,000. Call Bob at 507-430-5114
CLASSIFIEDS
2025 Air Tractor 502B -34AG – Available in March. Factory options include Garmin audio panel, ADS-B in/out, and Smoker. Call Southeastern Aircraft Sales for details and pricing at 772-461-8924
2003 Air Tractor 502B – C-GCRK, S/N 502B-0668, PT6-34AG, AFTT: 5352.1 Will come with completed Hot Section form Standard Aero EngTT: 5352.1 Prop TTSOH 495.2 Done May 2023. Equipment: Satloc G4, Intelliflow flow control, Lane fan and electric brake, 23 CP-09-3E Nozzles, Storm Cutters, Storm Shield, P&W ADSA DTU data box- for trending and capturing engine data, Air Tractor radio box, KY96-A Vhf, PS Audio Panel (blue tooth), Kenwood FM transceiver, LED nose lights, Night work lights, 216 Gallon Fuel, Hopper Rinse, Smoker, Heat, Air Conditioning, 3 inch bottom load, Bottom load fuel, Shadin Fuel Flow, Lane Electric Brake. Notes: Tail spring replaced at 3785.3TT as per SL, Main gear replaced at 2967TT as per SL, Cold work c/w at1992 as per SL 244, Hot section C/W at 2967, Replaced CT blades at hot section, Replaced large exit duct with O/H unit, PT Disc replaced with OH unit. $629K OBO. Call Shaun at 403-223-8245 or cell 403-795-8245
1986 Air Tractor 301 C-GAXT – S/N 3010651, TTAF 6715.8, TTE SMOH 807.2, P&W 1340-S3H1, Hamilton Standard 22D40 TTSO 456 Due 12 May 2025. AT-401 Gear and Wheels. Dyna Nav AirAG Guidance, Smoker, CP-03 nozzles. $69,000.00. Call Mike at 204-672-0154
2005 Air Tractor 402B N402BT – TTAF 5,466.4, PT6A-15AG SN: PD0081 680 HP TTE: 5444.4, Hartzell HC-B3TN-3D SN: BUA-29631 Blades: T0282NS+4 5444.4 TT, Shadin digital fuel system, smoker, nose lights Nav lights w/strobes, A/C & heat, 5 Bladed fan & pump. Annual 7-24-2024 Performed by MCAC, Expires 8-1-2025 Eddy Current Inspection due at 5900.4 TIS Wing spar life extended to 8000.0 HRS TIS. Call Mid-Continent at 800-325-0885
1990 Air Tractor 401 N4549E – Garrett conversion. Very nice, clean 401, Ready to GO! $310K TT 5500, 488 SHOT TPE331-1-101Z, Wing time remaining 5257 Hrs., Single point fuel, smoker, Dual caliper brakes, Auto cal, Crop hawk, Reabe Hopper Gauge, A/C, Night retractable work lights. Crawfordsville, IN. $310,000.00. For more information call Jared Segebartt at 208-301-0683
2023 Air Tractor 502XP – TTAE & Prop 503.7, PT6-140AG,.This is a good, clean, ready-to-go XP with no fertilizer history and NDH. The plane comes with Ag Pilot X, Garmin radios ADSB in-out, Hatfield fuel system, ceramic coated, VG's, Lane brake, Storm cutters, rudder trim, LED lights and a fresh annual. $1,485,000. Call Jack at 361-947-6011
2023 Air Tractor 602 -65AG C-GAGW – 381 Hrs total time since new NDH, C-GAGW, Serial# 602-1352, A/C, Hopper Rinse Tank, Windshield Washer/Wiper, Standard Gauges MVP 50, AmSafe Restraint System, Attitude Gyro, Cabin Heat, Left and right-wing lights, LED Taxi Lights, LED Nav Lights, Large Lane Electric Brake, 292 Gallon Fuel Capacity, Dual Garmin USB Chargers, Left-hand flight grip, Air Tractor GPS antenna mount, CP 09 Nozzles, J tubes, Stainless inline Strainer, Hatfield bottom load fuel, Smoker, Storm cutters, Electric Transland right boom shut-off wired to GPS. **Avionics by Air Tractor/Saskatoon Avionics to include: Farm UHF Icom, Garmin GMA 345 audio panel, 1- Garmin GTR 225 VHF, Garmin ADSB In/Out Transponder GTX-345, Radio interface AA34-300, Trans-cal encoder SSD120-35C-RS232, Air Tractor Radio Box, ACK E-04 ELT, AM/FM/XM music, Guidance system, Satloc Falcon, Intelliflow 3 flow control, Forestry flow meter. $1,825,000 USD. Call Dave Frisch at Portage Aircraft Specialties Ltd 204-870-2828
2010 Air Tractor AT-802A – PT6A-67AG, TTAF/E: 7362, Satloc G4 w/flow, Becker comm radio, Vondran 10inch gate, flashing LED lights on nose and LED nav lights, MVP, load hog, Reabe hopper gauge, MVP 50, fast start, Kawak Throttle Quadrant, full spray gear and spreader, many additional new parts that can be explained over the phone. 455 hours since SPOH with new blades, 65 hours since new PT Blades from Standard Aero, 65 hours since new CT blades from EOS, 65 hours since extensive HSI, Fresh Annual. Additional pictures of the plane and logbooks available upon request. Call Allen for price and any questions at 979-243-4114
2022 Air Tractor 802A – dual cockpit with 1450 hrs since new. P&W -65, TTAE 1450. Going in for the hot section and annual in November. It has 305-gallon fuel tanks with a Hatfield fuel controller. The GPS system is an AgPilot X with flow control, a Reabe 7.5" electric gate, and a wingman auger. Avionics include Garmin radio, transponder, and audio panel with ADSB in and out. LED pulse lights, LED strobes, and tail lights. It has an MVP-50 with AFS check valves and CP11 TT nozzles on the AFS-coated booms with electric 50% boom shutoffs and an AFS-coated T boom. $1,950,000. Call Jeremy at 870-219-9595
1982 AT-400 converted 301 – READY TO MOVE call for price out of room due to new plane. Wings done at Georges Aircraft at 12,566TT, new paint 2016 in great shape no corrosion. G4 with Falcon light bar and flow control. 38-inch gate box. New stainless Booms. Spreader comes with the plane. Hydraulic wingman installed. 402 gear with new tail spring. All A/C component’s new air blows COLD! Vortex Generators and all LED lighting. Logs and pictures available upon request. $275K Call 731-514-9331
2008 Air Tractor 402B – TTAF 3773.2, PT6A-34, TTE 19433.2, TSOH 10214, Hartzell BUA 31902 Propeller, TTProp 3773.2, Prop TSOH 120, SATLOC M3, IF1 Flowcontrol, Hatzell 3-blade Propeller, Lane Fan & Brake, Landing Lights, Night Work Lights, A/C & Heat, Reabe Hopper Gauge, Smoker, Hopper Rinse, 2" Load, Fire Extinguisher, CP09 Nozzles, AmSafe Seatbelts, Storm Cutters. Fresh annual, zero time since hot section, ready for work! $525K. Call 620-952-3912
2013 Air Tractor 402B - All Offers
Welcome! – One of the best-equipped 402s around TTAE 4777, PT6-15, TTSHOT 1319, Hartzell 3-blade, TTProp 4777, Prop Time Since Overhaul 686, Bantam GPS with IntelliFlow Gen2, Garmin GTR200B Comm, GTX-327 Transponder, ADS-B out, Hatfield Single Point, Reabe Hopper Gauge, Shadin fuel computer, Storm Cutters, Storm Shield, Fast Start, Dynon D3 EFIS Synthetic Vision, Lane brake and fan, AmSafe restraint, LED lights, Smoker, January 2024 Annual, fresh annual and HSI included with sale. New A/C Compressor and A/C Flush, Midlife FCU inspection at 4687. $630,000. Call Jay at 515-961-4026 for more information
1995 Air Tractor 802 – 67AG, N61246, TT: 3533.1, Pratt & Whitney PT6A-67AG TT: 2842.6 SHSI: 963.9, Hartzell HC-B5MA3D SOH: 361, Last annual inspection: 10-2024, 374 gallon fuel Air Tractor fire gate, Spray pump with Weathero fan, Ag Nav Guia with flow control, Aluminum booms with CP nozzles, Dual side loader, Single point fuel, RH boom shut off, Dual cockpit with dual controls, S-TEC 50 A/P and much more! Aircraft is located in Helena, AR KHEE. Call Now! $795,000. Call South Delta Aviation at 479-935-4891
1989 Air Tractor 402 – TTAF 5690, P&W PT6A-21 TTE 12,000, TSOH 1085, Hartzell Propeller HC-B3TN-3D TT 1085. Aircraft modified in accordance with FAA letter SL#80E, New CT+PT blades at engine overhaul, Satloc M3 GPS, New flow control, New drop boom kit, New Reabe digital hopper gauge, Very clean airplane. $340,000.
Call Tim at 701-799-8629
2015 Air Tractor 602 – 65 N602JP, TTAF 4019, TTE 3961, Prop TT 2268, 266 SHOT, 2481 Remaining on Wings, 2000 remaining on Gear, Reabe hopper gauge, Heat & AC, G4 & flow control, 10” Vondron Hydraulic, Single point 228 gal fuel. $825,000. Call or text for logs & pictures.
Call Jared Segebartt at 208-301-0683 or Jordan Nelson at 208-301-4162
2010 Air Tractor 602, N120KP – T-45, N120KP, TT 6406, Bantam with Intelliflow, Fast Start, Kawak Throttle, Single point fuel with low fuel warning system , AC and Heat, Reabe Hopper gauge, Storm Shield, Smoker, rinse tank. $485K as is or $610K with fresh wings. Wings are available and ready to be installed at Georges.
Call Jared Segebartt at 208-301-0683 or Jordan Nelson at 208-301-4162
1991 Air Tractor 502 – ACTT: 9067, PT6-34AG ETSN: 12,162, Hartzell 3 Blade Prop, VG’s, Single Point Fuel, CP Nozzles, Smoker, Lane Electric Fan and Brake, Ag Pilot X GPS with flow control, Transland Electric Wingman, Reabe Hopper Gauge, Storm Cutters, ADSB Out, Transponder, PS Engineering PAR 200A Audio Panel/ Com, Garmin G5, 8,600 Hours left on Wing Spar done in 2021. $425,000. Call Scott at 573-683-0893
2019 Air Tractor 502XP C-GXPN – Air Conditioning, Hopper Rinse Tank, Large Oil Cooler, Outside Air Temp, Windshield Washer/Wiper, Shot Peened Propeller, Standard Gauges MVP 50, AmSafe Restraint System, Attitude Gyro, Cabin Heat, 234 Gallon Fuel Capacity, Lane Electric Brake, 3” Load, Right boom shutoff, Left and right work lights, Vertical speed indicator, LED Taxi Lights, Fire extinguisher, Kawak throttle Quadrant, Radio Package installation, Satloc G4 with autoboom, forestry ready, CP 11 Nozzles, Stainless inline Strainer, Hatfield bottom load fuel, Intelliflow flow control, Stainless steel spray system, Compro, Smoker, Vortex Generators, Stainless Steel Cam-Locks, TTSN 1425hrs, Annual, and Hot section for pre-purchase just performed, NDH, No fertilizer, Canadian Aircraft, ready to work! $1,150,000 USD.
Call Dave Frisch at Portage Aircraft Specialties Ltd 204-870-2828
2014 Air Tractor 602 N3065T – S/N 602-1239. Engine PT6-A-65AG, Hartzell Propeller HC-B5MP-3F, 4,321.4 TTAE, Standard Equipment: 3” spray system, large streamlined lowered 1-3/4” aluminum booms, 3” bottom loading valve, Weath-Aero pump fan, 600-gallon fiberglass hopper, pump shut-off valve, 3-color polyurethane paint finish, 32” low-pressure tires with dual 4-piston brakes, electronically operated high lift flaps, 5-constant speed reversing Hartzell shot peened propeller with polished spinner, engine ram air induction, 300 amp starter-generator, strobe lights, night working lights, nose-mounted taxi lights, altitude gyro, turn windows, turn lights, air-conditioned, windshield washer and wiper, cabin heater, fuel flowmeter and 18-gallon rinse tank. Optional equipment: G4 w/Flowcontrol, Wingman, 10” Hydraulic Gate w/ Vondran Controller, Pulse Lights, Reabe Hopper Gauge & Fast Start. Aircraft is currently undergoing extensive HSI at StandardAero & will be sold with: 0 since OH CT Blade, 0 since OH Vane, 0 since Combustion liner repair & recoat, 0 since new segments, 0 since Fuel Control OH, 0 since High-Pressure Fuel Pump OH, 0 since Annual, 0 since Starter Generator OH, 0 since Propeller IRAN. $900,000. Further information can be provided on request. Email fbfsllc@gmail.com or call 870-489-2855
CLASSIFIEDS
2000 Air Tractor 402A – N9091U, PT6A11AG, TTAE 6824, SHOT259, SPOH 1195, Smoker, VG's, Right Boom Shutoff, Kawak Throttle, Reabe Hopper Guage and Canopy Top, Comm Radio, Garmin G5 Attitude Indicator, Lane Electric Brake and Fan, Automatic Fuel Shutoff System, Satloc Bantam with Intelliflow, SD, MN aircraft since new. $380K. Call Dan at 218-289-1372 or 218-281-1372
2018 Air Tractor 602 – Late model, low time, 2018 AT-602. 3600hrs Total Time. G4, center point fuel, AFS check valves, CP flat fans Call 979-541-7864
2017 Air Tractor 502B-3080 N308LA – 4200 Hours TTAF, 3/23/24 Annual, PT6A-34AG, Smoker, SATLOC Bantam w/Intelliflow, VG’s, Smoker, Hatfield auto fuel, Hershey Wire Cutters, AFS check valves with CP-11’s, Lane Fan with electric brake, Garmin 345 Audio panel with Garmin GTR 225 Comm, digital artificial horizon and ADSB out transponder. 800 Hours Since Hot Section by Standard Aero, 1,950 hours since Prop Overhaul by San Antonio Propeller. $750,000 USD. Call Pat at 956-421-4545 or email pat@svatexas.com
2016 Air Tractor 802, N557CF – 2016 AT-802, N557CF, TT 2850, TT Prop 2850, MVP-50, VG kit, AM Safe Restraint system, TCI single point fuel, Kawak throttle, Reabe hopper gauge, Heat & AC, Garmin Radio, G5 attitude indicator, Ag pilot X & flow control, Right boom shut off, Hopper camera, California, Pictures & logs ready to send. Call or text $1,200,000. Call Jared at 208-301-0683
2022 Air Tractor 802A -67AG C-GXLK –
Factory standard options (Actual date of license shows Dec 2021), Engine -67AG, Air Conditioning, Hopper Rinse Tank, Large Oil Cooler, Windshield Washer/Wiper, Shot Peened Propeller, Standard Gauges MVP 50, Am-Safe Restraint System, Attitude Gyro, Cabin Heat, Left and right-wing lights/with night work lights, LED Taxi Lights, LED Nav Lights, Large Lane electric. Avionics by Saskatoon Avionics include: Garmin GI 275 with synthetic vision, AM/FM/XM Delphi music, Farm UHF Icom, Garmin GMA 345 audio panel (3-channel), Garmin GTR 225 VHF Comm, Garmin GNC 355 GPS/Comm, Lynx 9000 Transponder with traffic, Air Tractor Radio Box, ACK E-04 ELT, Guidance system, Satloc Falcon Pro, Intelliflow 3 flow control, Forestry flow meter, and auto boom. Options: -67AG, 380 Gallon Fuel Capacity, Dual USB charger with flight timer, Kawak throttle Quadrant, Left-hand flight grip, Flexstar GPS antenna mount, CP-09 Nozzles, Transland Stainless inline, Strainer, Hatfield bottom load fuel, Stainless steel spray system with stainless load, Smoker, Wipaire Vortex Generators, Storm cutters, Transland Electric right boom shut-off. $2,050,000 USD. Call Dave Frisch at Portage Aircraft Specialties Ltd 204-870-2828
1997 Air Tractor 402B-15 – N5006K. Clean, well maintained, good looking mid-western aircraft. TTAF 7637, PT6-15, TTE 9820, 3765 SIRAN, 1142 SHSI, Wing spar not due until 13,673 TT or 6036 hrs remaining. It was refurbished 3700 hrs ago by Georges. This included hopper, new paint with SS fasteners, new windshield and door glass, and skins replaced as needed. Satloc Bantam, Lane brake, Hatfield, Reabe hopper gauge, AmSafe Airbags, Storm Cutters, and VG's. This is a good flying load hauler and was the favorite of my fleet. The only reason I am selling is because I recently moved into 602s and unfortunately no longer need her. Logs upon request. It is in getting a fresh annual with all new landing gear. $510K. Call or text Waylon Woods at 308-2246283, or waylon@woodsaviation.com
2023 Air Tractor 502XP – 872 hours TT on Engine, AF & Prop, Lane fan & brake, CP11 Nozzles, Load Hog, Hatfield & bottom load fuel, 3-inch load valve, stainless steel booms, heat & air, Tail spring protector, stainless steel fasteners, Storm cutters, new tail wheel tire, AgPilot X & flow control, Fresh annual in Oct. 2024, MVP system, radios. Not retiring, only downsizing. $1,465,000. OBO. Call Rod at 701-321-0768
2003 Air Tractor 802AF C-GZRH – TTAE
1803.0, HC-B5MA-3D Propeller, TTSO 147.0, Last overhaul date Jan. 2023. Transponder GTX345 Garmin, GPS/COM GNS650XI Garmin, Audio controller GMA350C Garmin, COM GNS255A Garmin, Flight Computer PFD1000 Aspen, 406ELT 345 Artex, Autopilot 50 S-tec, Engine Instrument MVP50 International Electronics, Vortex Generators, GEN III FRDS system, Power quadrant Kawak. Total landings: 2193, Total cycles: 1329. The aircraft comes with complete spray equipment for forestry with Ag-Nav GUIA + Micronair AU4000 atomizers with brakes. $2,200,000 USD “Open to Offers.”
Contact Mario Morales at mmorales@forestpeotectionlimited.com or 506-261-5023
2001 Air Tractor 802AF C-FFPL – TTAE
1935.4, Engine TTSN 1955.4, HC-B5MA3D Propeller, TTSO 221.4, Last overhaul date Jan. 2021. Transponder GTX345 Garmin, GPS/COM GNS650XI Garmin, Audio controller GMA350C Garmin, COM GNS255A Garmin, Flight Computer PFD1000 Aspen, 406ELT 345 Artex, Autopilot 50 S-tec, Engine Instrument MVP50 International Electronics. Dual cockpit, Rudder pedals, power lever, and control stick, GEN III FRDS system. Total landings: 2873 Total cycles: 1586. The aircraft comes with complete spray equipment for forestry with Ag-Nav GUIA + Micronair AU4000 atomizers with brakes. $2,200,000 USD “Open to Offers.”
Contact Mario Morales at mmorales@forestpeotectionlimited.com or 506-261-5023
2021 Air Tractor 502XP – Like new condition, one owner, owner flown. Bantam w/Inteliflow, bottom load fuel, CP11 Nozzles, Heat/Air, Radio and ABS out, Lane Fan Brake, TTAF, engine, and Prop 729. $1,440,000 OBO Not retiring, only downsizing business. Call Rod at 701-321-0767
1996 Air Tractor 402B – TT 5300, AgPilotX, Smoker, A/C, CP11's. $500K. Call Neal Aircraft at 806-828-5892 for more information
2018 Air Tractor 502XP - Accepting offers! – 2382 TT AF, Prop and Engine, Hot Section at 382 hrs. ago by Covington, Prop IRAN 382 hrs. ago, CP11 Nozzles, Bottom load fuel, Bantam w/InteliFlow, Lane Fan & Brake, Wingman, Comes with radios and ASB out. North Dakota airplane, no fertilizer, no corrosion. Flying now and ready to work! $970K Accepting offers!
Call Rod at 701-321-0767
2008 Air Tractor AT-402B – 15AG N281LA Serial No. 402B-1201, Aircraft has been owned and operated in the Midwest and is very clean. Recent hot section inspection, propeller overhaul, and June 2024 annual. New main gear, tailspring, and hardware installed at annual.
Options Included: Lane Electric Brake and Ground Adjustable Fan, Smoker, Bottom loading fuel system, Satloc Bantam with Intelliflow, VHF Comm Radio, Garmin 496, CP Nozzles, AmSafe Inflatable Restraint System, Electronics International Fuel Flow Meter, Vortex Generators, LED Lights All Around with Bayou Pulse Lights, Right Hand Boom Shut-Off, Transland In-Line Strainer, Analog Gauges. Great aircraft and ready to work. $735K.
Call Lane Aviation at 800-231-6376
2008 Air Tractor 502B – S/N 2630, TTAE 5470, PT6-34AG, HSI completed by Covington at 4442.6 TT, Hartzell 3 Blade Prop, 216 Gallon Fuel, VG’s, Single Point Fuel, CP Nozzles, Smoker, Lane Electric Fan and Brake, Satloc Bantam with G4 Screen and G7 Lightbar, Garmin 660 GPS. $695,000.
Call Rick at Neal Aircraft at 940-564-6822
1998 Air Tractor AT-402B 34AG – 7618hrs TT airframe; ~3800hrs TT engine, 484hrs since hot section, willing to do pending sale. Hartzell 3-bladed prop 784hrs since OH. Brand new spars and fresh annual. Will install guidance system of choice, comes with booms, pump, and electric brake. $675K OBO. Call +1 (979) 543-5272
1986 Air Tractor AT-301 Airframe Only –Parting Out, Approximately 5700 TTSN. NO ENGINE. AT-301: Wings, Tail Feathers, Airframe, Firewall Foreword Less Engine/Prop, Gauges, Gear leg, Hopper, STD Gate Box, Booms, Boom Hangars, Pump, Valve & Plumbing, etc., Flaps, and Ailerons.
Call Farm Air at 877-715-8476
2024 Air Tractor AT-602 – FTO, radios, in stock.
Call Farm Air at 877-715-8476
Cessna A185F – N185HR, Model: A185F, TTAE: 475 original hours. Comes with fresh annual. Make offer. Located in Springfield, Colorado. $575K.
Contact Neal Aircraft at 806-828-5892
1978 Cessna Ag Truck – 5832 TTAF, 625 TTE, 550 TT on prop, 8.50X10 Clevelands, GPS, field ready. Price reduced to $102,000.
Call Reggie Odom at 850-336-0554
1975 Cessna 188B N4896R – 400HP 720 Powered , TT 6827, SMOH 747 with Fresh TOP, SPOH 747, AG Tips , Big TW , AG NAV Guia, Wolfe City TX. $95K. Call Jared Segebartt at 208-301-0683
1974 Cessna 188B – N888BT, SIN 0001782T, Engine IO-520-D11B SIN 1031405, McCauley Prop #D2A34C98 SIN 961474, TTAF
5194.0, Engine TSMOH 1069.8, Prop TSPOH 1263.5. Engine: Factory overhauled on 10/16/15, Comp last annual 60/69/62/62/64/61 over 80, Mag sent off in 2022 for 500-hour inspection, Has Airwolf remote oil filter, Starter drive OH in 2019, Starter OH in 2020. Airframe: All Leading Edge skins were replaced in 2023 due to dents, along with a couple of top skins, and the top of RT Airlerium wings were repainted to match. Wings reinstalled with all new hardware. Installed all new Mich lunging gear attached bolts and saddles. Has Trig comm radio, Hydraulic spray pump, 8.50 x 10 tires, Satloc 99 GPS, New side windows in 2022, New tailwheel assembly in 2014, Engine mount was removed and refurbished in 2022 due to surface rust, New left bladder in 2014, new right bladder in 2016. Prop: Overhauled in 2014, Flushed in 2016 due to new engine, Govenor OH in 2016. $115,000. Text Aaron Peterson at 870-253-8242 or email aaron@advantageagair.us
1972 Cessna A188B N21673 – TTAF
5648.8, Continental IO-520-0123 285 H.P., TTE 3825.3, TT STOH 1003.6, SMOH 1226.3, Overhaul by Cutter Aviation Dallas, Hartzell PHC-C3YF 1RF/F8468A6R 4-Blade Propeller, TT SNEW 1069.4, Carmin Comm, Garmin TXP, Boom Pump 3-Bladed, Airframes bolt on anti-shimmy dampener, Monarch fuel caps, AD-200919-07 & SB-MSB09-1A C/W 8-24-2009, Replaced all six cylinders, Assemblies w/New Parts installed 8-24-2009. No known damage.
Call Mid-Continent at 800-325-0885
CLASSIFIEDS
AIRCRAFT – PIPER
1978 Piper PA-36-300 – N125HB, S/N 36-7860021, Tach and TTAF 5679.8. The last annual was done at TTAF 5655.7 on 6/1/23. Lycoming IO-540K1G5, S/N L-17419-48, TTE 5679.8, TSMOH 1564.9, Hartzell HC-C2YK-1BF TSMOH 1578.8. Call Jim Uselton at 785-706-1105 for more information
1976 Piper PA-36-286 Turbine – Turbine Brave, Low AFTT 2021.1, 1199.1 TSMOH, 1199.1 Since New Prop, 1199.1 since Airframe Rebuild/Conversion including: New Wing Center Section/Spar Caps/ Upper and Lower Wing Attach Bolts, New Panels, Paint, Glass and Fuel Bladders. Air Conditioner, CP 09's, Stainless Booms, AFS Check Valves, Lane Electric Fan Brake, AgPilot X GPS, VG's and Electronics International Engine Monitor. Will not find a nicer Brave or easier flying Ag Plane. Great Rookey turbine time builder. $325K. Call or text Lane at 478-488-0253 or midgaaviation@yahoo.com
1977 Piper PA-36-400 Johnston Conversion – TTAF 6883, Lycoming IO-720-A1A-C-A1B TTE 6883, TSOH 1770, 430 SIRAN, Hartzell HC-C3YR Propeller, TTProp 2651, 2875 hours on wing spars, New center section, New right fuel bladder, New windshield, JPI 700 8 position engine monitor, KY 96A comm, ADSB in and out, Satloc M3 with Raven flow control, Right-hand boom shut off, CP 11T nozzles, AFS check valves, Smoker, Flagger, Electric brake, Lane fan, VG's, Air Tractor paint scheme. Call Greg at 605-350-4536
1975 Piper PA-25-250 – D Model, Lycoming 0-540-B2C5, SMOH: 209.1
AFTT:4265.4, Annual 12/21/23, McCauley 1A200FA Propeller, time since overhaul 1052.4, Pump with electric brake, CP-09 tips, New Battery, KX155 Comm Radio, Smoker, Flagger, Not installed SatLoc G4 will sell with or without GPS. Logs are Complete. Very well maintained and always hangared. $75,000.
Call 605-380-6113
AIRCRAFT – THRUSH
2006 Thrush S2R-T660 – Complete airframe-less engine. The plane is disassembled. Load Hawg, bottom load fuel, Air Repair hydraulic gate and spray pump. Will consider parting out. Hartzell HC-B5MP-3F/M11276NS Prop, TTProp 8479.5, Prop TSOH 1327.5. The price of the project is less than the price of a new prop. $150k Call 334-850-1013
1982 Ayres Thrush S2R-T34 – DCSC.
400 GAL Airframe: 8,486.4hr, O/H Engine: 0Hrs, O/H 3-Blade Propeller: 0Hrs. NEW: ALL NEW DASH & WIRING MVP50, KAWAK, STORM SHEILD, TAIL GEAR UPGRADE, BARRIER SYSTEM, DUAL BATTERY and GCU UPGRADE. All Service Bulletin (SB) and Airworthiness Directive (AD) compliance records are available. The aircraft is currently in the final stages of wiring—the aircraft is located in South Texas. https://youtu.be/7zkkNqizBuw. $700K. Call 306-786-7007
1999 Thrush 510 N40145 – P&W PT6A34AG 7114, TTSN, Starts: 2182, S/N PCE-PH0487, 2556 TTS Covington Lite Overhaul, Flights:22148, Date & time of last H.S.I. 12/1/21 1297 hrs. since Hot Section, Hartzell HC-B3 TN-3D 13028 TTSN, 2764 TTSOH, 510-gallon hopper, new batteries G-6381E, 3" dual load line (Installed 4/17/24), 41-inch hopper gate, Wing VG's, SSF Dry spreader, Kawak Quadrant, CP Nozzles & Check Valves, 230 Gallon Fuel Cap, Auto Cal flow control, Satloc G4, Agrinautics 2 inch Pump, Garmin 225 radio, Electric pump break, Garmin G5 flight Inst., 2 inch SS Transland Spray Valve, Harbour A/C, 1.5-inch alum booms, Smoker, RT side half boom shut-off, Night work lights, ServAero springtail wheel assy., LED boom hangar lights, engine bleed air cockpit heat, Low fuel warning lights. WINGS: New factory lower spar caps installed 5/8/2014, Airframe TAC 8281. Replace factory spar caps every 5400 hrs. 4091 on spar caps. Comes with a spare set of wings with 2041 hrs remaining, Wing spar Eddy Current INSPECTION AD 200607-15, last eddy inspection: 4/5/2022 11521 TAC hrs., Next Eddy inspection due at 12765 TAC hrs. Logs and pictures ready to send. $360K.
Call Jared Segebartt at 208-301-0683
1994 Thrush S2R-G6 510 Super 6 –
Annual January 2024, Current Hobbs 6700, Spar caps replaced at Hobbs 5636. Big butterfly installed. Options include SATLOC G4 with flow control (not pictured or installed), A/C and heater, VG’s, Right boom shutoff, Airfoil booms, Garmin Comm, Single point fuel, 228-gallon tanks, fast start, Transland pump and electric brake, Four battery conversion - new batteries installed July 2023, New tail spring and head installed at annual. Engine: Garrett TPE331-6-511M Super 6 built by CD Aviation in January 2024, installed in February 2024, 25 hrs SMOH, 25 hrs since CAM, 25 hrs since Hot Section. Prop: 3 blade Hartzell HC-B3TN-SE 775 hrs TSOH. CLEAN AIRCRAFT, WELL EQUIPPED AND READY TO WORK! $540K. Contact Colton at colton.l.adcock@gmail.com or call 918-652-5382
1979 Thrush S2R Goering Conversion –Times are approximates:2035 Hours Since this aircraft was completely refurbished and converted with a Honeywell Garrett TPE 331-5A and a 4-blade Hartzell propeller in 2016. Southwest Turbine Black Max installed in 2018. Prop has roughly 800 hours Since IRAN. Engine has 8400 hours since new with 1100 Hours Since Extensive Hot Section by TAE (Formerly AG Air Turbines). Wings have approx. 3000 hours remaining 15,685 hours Total Time Airframe 525 gallon Hopper Dyna Nav GPS with Flow Control Turbine Conversions (Hatfield) Single Point Fuel Hopper Rinse System Electronics International Digital Engine gauges PAR 200A Audio panel & Comm w/ Transponder Spray Booms Electric Fan Brake Smoker LED Leading Edge Lights Landing Lights ATS Vortex Generators Air Conditioning/Heat Winglets Metal Tail Tall Oversized Tail wheel Polished Spinner. **ALL specifications are subject to verification upon inspection by buyer. Asking $550,000 USD. ASI JET specializes in Used aircraft sales, Maintenance and Parts distribution.
Please Call ASI Jet Sales at 952-941-6255 for more information
1974 Thrush S2R – PT6-21, TTAF 8839.7 TTE 6406.1 Hot Section will be done at sale. Prop SMOH 2321.5 Satloc M3, Crophawk Standard spray system with SS booms, 28000hr spar caps-350hr inspections do apply upgraded instrument panel and night working lights. $225,000 OBO. Call Rex at 252-809-9010, 252-809-9040, or 252-935-5000
2022 Thrush 710 – With PT6A-65AG, N710NW, S2R-T660, S/N: T660-168DC, TTAE 1046.27, Dual cockpit single control with standard equipment includes: Single Point Fuel, MVP50T, A/C & Heat, Garmin G5, Hartzell 5-Blade Propeller, 3" Side Load System, 2" SS Spray System, Streamlined Aluminum Booms, Hopper Rinse System. Call Mid-Continent at 800-325-0885
2020 Thrush 710 – *Now offered with a -65AG engine with a Fresh Hot section and less than 2600 hours since New! TTAF 150. New 0 Time Propeller! Very, Very Clean! This airframe suffered a ground loop in 2021 with only about 150 hours on the clock. The damage from the incident was concentrated to the wing center section (replaced with new) and the right wing (skins replaced with new). Anything else that was damaged has been repaired, and/or parts replaced by our shop of excellent mechanics that specialize in heavy airframe maintenance. This is a one of a kind 710 Airframe that has a special wing center section that was purchased NEW from Thrush and was made with auxiliary fuel bulk heads providing an estimated additional 100+ gallon fuel capacity (Roughly 330 gallons total) This is the ONLY Aerial application equipped 710 in the world that has this capability. The project is over 90% complete and we have now sourced a Motor and Propeller to finish up and have her ready for the Summer!
Aircraft Equipment: Dual Cockpit with rear seat and Dual controls! Turbine Conversions Single Point Fuel System, LED Leading edge Lights, Hopper Rinse System, Smoker, Electronics International MVP-50T (x2, Front and Rear), Garmin G5 EFIS, New Aluminum booms, Zee Air conditioning and Heat, Windshield Wiper/Washer. Asking $1,750,000 for the aircraft ready to fly!
Call 320-587-7615 for more details
1996 Thrush Super 6 N2237D – TTAF 10,177, TPE331-6 (Super), 510 since HSI/ GBI 840HP, 510 SPOH, 490 gal hopper, 2472 Remaining on Spar Caps, 510 since HSI/GBI. Cool start, VG’s, Shadin Fuel Flow, 138 gal fuel, Hatfield single point fuel, A/C, Bantam (large screen w/flow), Integrated COMM/FM radio system, Transponder, Stainless Phillips Camlocs, AFS check valves/CP11's. Nice, clean airplane. Ready to go! $380K Will consider trades, especially GA aircraft. Call Jared Segebartt at 208-301-0683
1989 Thrush Ayres S2R T-34 142 – TTAF 15,721. PT6-34 TTE 19,915. 1,339 since HOT. Hartzell Prop Model HC-B3TN-3D, 988 since O/H. 29,000 hr Wings Installed by Factory in 2009. 4,396 hrs since New. V/G's. Satloc G4 with L7 Lite-Bar and Intelliflow. Smoker, Harbor Air-Con. Load Hawg, SS Booms with CP Nozzles. Single Point Fuel. This Aircraft has been maintained and updated by the same company since new. Fresh Annual in September of 2024. Ready to go to work. $400K. Thank you.
Call Scott, 870-830-0572, and Mark, 870-830-1231
2011 Thrush S2R-T34 N7005B – TTAE
6707.04, PT6A-34AG, Hartzell HC-B4TN3C/T10702NS Propeller TT 2597.23, MVP-50T, Cascade Inlet, Aero Led Lights, Standard Gate 5", Compro-Smoker, Vortex Generators, Single Point Fuel, Hemisphere GPS Bantam, Laod Hawg, Intelliflow. Prop installed at Hobbs 657.66 3/11/21, Custom Kit CK-AG-51, Battery Kit. Call Mid-Continent at 800-325-0885
Aircraft - Complete Firewall forward bolt-on STC kits for the 510G and 510P. Thrush model aircraft. Contact Cascade Aircraft to secure the 867SHPcertified upgrade STC kit for your THRUSH 510 aircraft. Call 509-635-1212
WHERE AG AVIATION MEETS INNOVATION
CLASSIFIEDS
2004 Thrush 550 – TTAF 8093, with PT6-45R 0 SHOT, O/H Bleed Valves, 0 SMOH Prop, Hydraulic Gate Box, SATLOC G4, Booms and Spreader. Sale with fresh annual. $510,000. Call 979-257-6695
2021 Thrush 710 – N701NW, TTAE 1439, PT6A-65AG, Hartzell 5-blade Propeller TT 1439, All standard equipment included. Additional options on aircraft are as follows: Ag PilotX GPS, Ag Laser Altimeter, CP11 Nozzles, Lane Brake and Fan, Stainless Steps, AFS Check Valves, Fast Start, Garmin Comm Radio, AFS Booms, Reabe Hopper Gauge, Garmin Transponder ADSB-OUT, Swathmaster Spreader. The aircraft is in like new condition and equipped well. Call Mid-Continent at 800-325-0885
2024 Thrush 710P – For sale 2024 fresh off the assembly line 710P, PT6A-65AG, 5-blade propeller, all standard options, including singlepoint fuel system, and a smoker system. This airplane is ready to cover some big acres. It can be sold as equipped, or we can get you a quote and equip it with all your requested options.
Call North Star Aviation today at 620-356-4528
2024 Thrush 510P2+ – For sale 2024 fresh off the assembly line 510P2+ dual cockpit, PT6A-140AG, 4 blade propeller, all standard options, dual-cockpit upgrade (includes hopper rinse & rear seat), and a smoker system are already installed. This airplane is ready to cover some acres; it can be sold as equipped, or we can get you a quote and equip it with all your requested options.
1996 Ayres Corporation Thrush 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, VGs, 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. North Star Aviation is the First Lift Aviation Dealer. $432K. Call 620-356-4528
1991 Thrush S2R-T34 – 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
AIRCRAFT – OTHER
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. Contact +1 (850) 380-6091
1982 Eagle DW-1 – A very low-time Eagle in good condition and ready to work! Unbeatable spray pattern and fuel efficiency per acre applied. If you are looking for a well-maintained, very safe, and efficient aircraft to operate or train a young pilot in, with low overhead cost and excellent quality spray application, this is the aircraft for you. This aircraft is hangar kept at an A&P/IA's operating hangar since 2012 and last flown in Oct .2024. Damage from previous owners was repaired completely and correctly by A&P/ IA. She is a joy to fly, puts out a beautiful carpet of spray, and handles very stably and easily on the ground. I hate to see her go, but I am selling due to returning to full-time military flying. Annual completed Nov 2024. 300HP IO-540 that starts easily and runs smooth and clean at 16gph average during working loads. Hartzell 3 blade prop in excellent condition. 250 Gal Hopper Custom paint exterior in good condition, newly upholstered seat in 2023. Del Norte GPS - works great. Agrinautics cable-feathering pump, CP-11 nozzles, all in good working order. Smoker. Good tires and brakes. Tailwheel cleaned and refurbed after every season that I used it. Belly fabric completely replaced with new in 2021. It comes with the Eagle fertilizer spreader, an extra airframe, cowlings, flight/landing cables, and lots of extra parts from another salvage Eagle airframe. It also has maintenance logs. TTAE 2119.77, Lycoming IO-540 TSOH 387.07, Hartzell 3-blade propeller. $135,000. Call 479-422-0081
2001 BEECH BARON 58 – 1,530 Hours
Since New, NDH. Long Range Fuel (192 gal.) Engines Cont. IO550-C3, 1,530 TT, 700 SMOH Both. Props, Hartzell PHCJ3KYF-2UF 1,530 Since New, 430 SMOH, both. Air-conditioned, Rosen Visors. Clean, professionally flown by ATP, A&P. Maintained at an FAA Certified Repair Station. Garmin GTN750xi, GTN650, Dual GI275s (Flight Director & HSI), Garmin GMA35C Integrated Audio, GTX 345 (ADSB in/out), Chart View (Flight Stream), King KFC225 AP, DME, TCAS, ADF, King ART2000 Color Radar, WX500 Stormscope, Radar Altimeter, 406 ELT. Original Paint and Leather interior, 8/8. July 24 Annual. Nice, Clean, Low Time Baron. $865,000. Call Pat at 956-421-4545 or pat@svatexas.com
1972 Super Viking – This speedy plane has a fuel injected, 300 horsepower continental engine. With a low total time of 1313 hours, there is a lot of flying left in this bird. With a Garmin GNC 250XL and a Century autopilot with heading hold, this aircraft is ready to fly. The new owner can fly and upgrade as they see fit. All AD compliant and last annual was 12/15/2023. Hangar kept. $77,500. Call Robert Neal at Neal Aircraft, 806-828-5892
AUCTIONS
General Aviation Aircraft Auction
United States– April 23 through April 30, 2025 Flying Aircraft and Aviation related Assets located throughout the United States.
For more information go to our website at https://www.gradyauctions.com/ or call 870-503-1466
Court Ordered Aircraft & Spares Auction United States– March 19 through March 26, 2025. Multiple Thrush Aircraft, from project to flying aircraft, have been stored at this location for a while and are now being ordered sold by court order. This auction will end up being a large auction of Agricultural and General Aviation Aircraft, parts and spares. –Helena, Arkansas.
For more information, go to our website at http://www.gradyauctions.com or call 870-503-1466
ENGINE - PISTON
Pratt & Whitney R-985 & R-1340 Engines in stock – All with new pistons installed. Overhauled by Aero Recip, Covington, Tulsa and Younkin. Call 661-257-7708
Pratt & Whitney 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 Cylinder Assemblies – 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
Pratt & Whitney 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
Please contact Ricky at 662-515-5049 or email rickyd62d@gmail.com
Pratt & Whitney PT6A-34 PCE-PH0404
For Sale – TSN 2565.5, FSN 3526, SSN 911, TSO 81.2, FSO 349, SSO 34, EOS Overhaul. Call Jetset Airmotive for pricing. 817-354-2002
EQUIPMENT - DISPERSAL
Used 10” Hydraulic Gate – List price new: $37,765 Sales Price: $17,500. Call Neal Aircraft at 806-828-5892
Sorenson spray tank – Made for a Piper Super Cub, 80-gallon tank, fiberglass, and stored inside. $500. Call Don Kothe at +1 (308) 692-3315. Please do not email.
For Sale - High quality Stainless Steel booms, pumps and nozzles! On the shelf and ready to ship. Contact mark@turbineconversions.com or call +1 (616) 837-9428
Zanoni Equipment Atomizers – New, 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 616-837-9428
Various Ag Cat Spares available. Please contact us for the price at spares@orsmondaviation.co.za or +27 58 303 5261 or visit our website at https://orsmondaviation.co.za/
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 +1 (530) 345-9919
Spray Equipment – New without warranty, for all Air Tractor models, including pumps, booms, and nozzles. Call for pricing and availability. 817-456-5450
SUPERBOOMS – Thrush Servos; Maintenance on Ag & G.A. Aircraft Including Heavy Structural Repairs; Robinson Helicopter Service Center; Machining, Fabricating & Sheet Metal Gurus. Call +1 (701) 642-5777
Miscellaneous Items For Sale, Prices
Reduced - 50 brass T-Jet nozzles complete with swirl plates $125. Transland gate box for hopper SS good condition, 25 inch $250. Cal Max Helmet large, very good, complete w/face plates. Wired for headset. $250. One alternator, new, 100 amp, adapter for P&W engines, electrical parts for night spraying $300. Many propeller parts are available: Hamilton Standard 2D30 and Stock Stearman parts are available. Call or text Al Mallard at 208-569-3407
EQUIPMENT - GPS
Bantam GPS System Bench Tested & Fully Functional – Selling a Bantam GPS System, recently removed from a Thrush. The unit has been bench-tested at North Star and works perfectly. Includes: Complete system with all necessary cables, 7-inch screen, Older-style lightbar included, all cables. This is a reliable, fully functional GPS system ready to be installed and used. Also have an L7 lightbar and extra set of Bantam cables for sale. Priced to sell at $4,500. Also have an L7 lightbar and extra set of Bantam cables for sale. Call 785-657-7400 for details and prices
Dyna Nav Flight Ag Air II – Removed and replaced with Ag Pilot X. It was working fine when removed. Make Offer. Call 806-778-1418
AgPilotX – Helicopter light bar now available with the new iPad based guidance system. Entire system with helicopter light bar is 13 lbs. Call Anthony Fay with Insero for details 480-285-4367
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
EQUIPMENT - PARTS
Cessna Parts Available for sale –Including cowling, fuselages, flight controls, wings, IO 5-20 parts, etc. Contact Charlie at 210-601-1707
Complete Air Tractor AT-802A Ram Air Offset Inlet kit – Ferry time only. List price new: $38,493 Sales price: $25,000. Call Neal Aircraft at 806-828-5892
CLASSIFIEDS
Aspen PFD Evolution 1000 – with ADS-B display and synthetic vision, 5 units available, less than 50 hrs on each (1 still new in the box). $6,000 USD each.
Contact Dave Frisch at Portage Aircraft 204-857-4151
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.. Call +1 (870) 886-2418
Set of Air Tractor 502 Straight Tip Wings – Repaired with about 6300 hours remaining on spar. Primed and ready to paint. All paperwork included. $68,000. Call Bill at 979-257-6695
Air Tractor 602 Wings – ~6,500, First Run, 0 Since Half Spar. Will sell outright or core credit.
Call Frost Flying at 870-295-6213 for the price
Variable speed high output Kawak electric spray pump – Will dramatically increase the productivity with up to double the output vs. existing electric spray pumps. Pilot-controlled variable speed output to pump or automatic speed modulation via GPS/flow control integration. Call or email for pricing. Call 541-385-5051 or sales@kawakaviation.com
Air Tractor 5, 6, 8, and 1002 Kawak power stop throttle quadrants – Feature power lever stop, allowing the pilot to manually set max torque, temp, or Ng for the day. The new power “lever lockout” feature prevents engine over torques when the prop is in feather. Call or email for pricing. Call 541-385-5051 or sales@kawakaviation.com
Thrush H-80 STC SA04485CH Top Hat Header Tank Modification – STC solves issues with FCU and extends the factory-recommended replacement of the auxiliary fuel pump from 500 hours to 3,500 hours.
Contact your favorite Thrush dealer at +1 (616) 837-9428 or Ann@turbineconversions.com for more details.
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. Contact North Star Aviation at 620-356-4528
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
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. Call 616-837-9428
Air Tractor & Thrush Boost Pumps –New and overhauled Air Tractor and Thrush boost pumps in stock. Delco A4949 motor with 400 GPH AN4101 fuel pump attached. Outright and exchange. We supply these direct to both factories.
Call Sun Air Parts at +1 (661) 257-7708
Wanted: P&W Engine Parts – Pratt & Whitney Engine Cores, Engine Parts Inventories, Cylinders, Starters, Fuel Pumps and Boost Pumps.
Call Sun Air Parts at +1 (661) 257-7708
R-985 & R-1340 Engine Parts –
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 at +1 (661) 257-7708
Leaf Spring Conversion Kit PA25 – CTS 1109.21 - Speed increase, large service life, and minimum maintenance. Kit includes spring, brackets, installation hardware, and certs. Made by Lavia SA, manufacturer of the PA-25 Puelche. Email aravia@aravia.com.ar
Transland Pump Mount.
Call Billy Maxwell at Transland +1 (940) 687-1100
Transland Aluminum Boom Clamps –Large & Small.
Call Billy Maxwell at Transland +1 (940) 687-1100
Transland 4” Delrin Hopper Vents. Call Billy Maxwell at Transland 940-687-1100 or email sales@translandllc.com for more information
Transland Grip Steps for AT aircraft. Call Billy Maxwell at Transland 940-687-1100 or email sales@translandllc.com for more information
New Brushless Motor Airframe Fuel Pump – STC kits for PT6 Air Tractor and THRUSH aircraft. Long lasting, solid state, with fail safes. Call 509-635-1212
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. Parts are located in Alabama. Call Cascade Aircraft Conversions for more details 1-509-635-1212
Radial Mounts/Rings – Radial Parts: 2 Fiberglass AT Speed Rings, 1 THRUSH Speed Ring, 1 Radial engine mount with ring. Make offer. Call 509-635-1212
Pratt & Whitney PT6A-140AG 867SHP STC Kit for THRUSH 510P & 510G Aircraft – Complete Firewall forward bolt-on STC kits for the 510G and 510P. Thrush model aircraft. Contact Cascade Aircraft to secure the 867SHP-certified upgrade STC kit for your THRUSH 510 aircraft. Contact 509-635-1212
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. Contact 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
EQUIPMENT - SUPPORT
Ground Support Engine Driven Transfer Pump – Zanoni Equipment’s all stainless steel construction paired with a Honda 13 HP motor. Contact 616-837-9428
3” load, mix tank – Fully contained and lockable, air compressor and storage complete and ready to go. Call Farm Air at 877-715-8476
Portable Load Pad – Like new portable load pad suitable for an 802. Very little use. $24k. Call Farm Air at 877-715-8476
HELP WANTED
A&P Mechanic Needed – Jet Ranger and Huey experience, as well as Air Tractor experience. Twin Cities Aviation crop dusting company in Yuba City, California. Call Mark at 530-682-4363
Ag Pilot – Great seat, great pay. Nebraskakland Aviation, Holdrege NE. Visit the careers tab on our website http://www.nebraskalandaviation.com/ careers for more information
AT-802 & Thrush Pilots Needed –Larnaca, Cyprus operation looking for AT-802 & Thrush pilots. Please email references and resume to Nicolas at aviators@hotmail.gr
Fixed Wing and/or Helicopter Pilot Wanted – We are looking for a fixedwing pilot and/or helicopter pilot. We are located in Northern California. Most of our fixed-wing work is seeding, fertilizing, and dry and wet herbicides on rice. Dry work experience is preferred. Our helicopter work is mostly orchards. We operate AT-602's, Ag Cats and UH-1H. We offer excellent benefits for full-time employees. This could be a seasonal position as well. We can help with travel expenses, lodging, and or relocating. Email Alex at alex@avag1.com
Aerial Crop Sprayer – Kindersley Airspray Ltd. requires one pilot for the 2025 season, full-time, seasonal. May-September 2025, to work in the Kindersley Saskatchewan area. Must have a valid Commercial Pilot's License, valid Saskatchewan Aerial Pesticide License, Turbine Transition Training, valid Medical Certification & English proficiency. Must have experience flying 510P Thrush or similar. Expected to have 5 years or more experience with a minimum of 1000 hours of turbine ag experience. Training bonds may be offered but will apply to a minimum of 2 years of employment. Duties: to fly fixed-wing turbine aircraft safely and efficiently with SATLOC GPS flight computer, to work with customers to create spray orders, to work in a professional manner with ground support crews, to perform daily checks on turbine-powered aircraft, to keep work logs in an orderly fashion, to be available to work when conditions are optimum, to keep current their licenses and to mentor junior and first-year pilots. Essential Skills: reading, document use, numeracy, writing, oral communications, problem-solving, decision making, critical thinking, job task planning and organizing, computer use, significant use of memory. $80.00 per hour 40-60 hours per week. Please apply by email to advanced.aviation@sasktel.net
Pilots Wanted – Seasonal & Full-TimeIndiana operator looking for pilots to fill seats in 402, 602, and 802 beginning July 2024. Must be able to get pesticide licenses in Indiana, Michigan, Ohio, and Illinois. Send resumes or inquiries to IndianaAgJobs@gmail.com
WANTED: Level One/Two SEAT Pilots
– Flexible Full and Part time positions available, Federal exclusive use contracts, (100 days per year guarantee) Winter/ Part time CWN contracts, (working now). Give me a call to discuss options. Call John Wakefield, Aerial Timber Applicators Inc., 701-789-0666
502 Pilot Needed Immediately –For a corn run in Nebraska. US pilots only, please. Please call or text 308-991-3432
IA AP Mechanic Needed – Northern California operation is looking for a full-time mechanic to set up shop. Ag cats, Thrushes, Air Tractors, and a few GA airplanes in the off-season. Ag experience is preferred but not required; salary depends on experience. We can help with relocation costs. Please call for more information. Come live in beautiful California and work on airplanes, a dream come true!
Contact Rick at 530-438-2141
Pilots Wanted – Seasonal & Full-TimeIndiana operator looking for pilots to fill seats in 402, 602, and 802 beginning July 2024. Must be able to get pesticide licenses in Indiana, Michigan, Ohio, and Illinois. Send resumes or inquiries to IndianaAgJobs@gmail.com
SEAT Pilots Needed – Seat pilots are needed immediately. Must be a Level I or Level II.
Contact Dain at 806-535-8560
AT-602 Pilot Wanted in Mongolia –Thomas Air LLC Mongolia is looking for an experienced fixed-wing turbine pilot for forestry flying in Mongolia. From the end of May through September for 3-4 months. Lots of adventure and bush piloting spray jobs in different locations. Throughout the summer.
Contact info: burenkh@gmail.com, mobile number +976-8888-1369
Loader – Carlson Ag Aviation is a family-owned operation that has 3 planes as well as others that come in to help during the busy season. We are looking for a seasonal loader from approximately May-August. Responsibilities include: Mix chemicals and load plane efficiently and accurately, Wash windshield and fuel plane, Clean up boxes/jugs, Maintain cleanliness of hangar, Wash airplane when needed, Assist pilot with any simple plane maintenance at his request, Help maintain inventory count on all products. The days can be long. This would be a great opportunity for a student or someone looking to get into aerial application. Housing can be discussed if needed. Check out www.carlsonag.com to learn more about our business.
Please text, call or email Charity Carlson at 218-731-1758 or charity@carlsonag.com
A&P Mechanic Wanted – to supervise a general aviation shop in South Texas. Experience necessary. We work on most piston and turbine general aviation aircraft and some ag-planes. Great subtropical weather, low cost of living area, next to the Mexican border and South Padre Island. Retirement and health benefits available. Contact Rolando: 956-421-4545, rolando@svatexas.com
Hiring: Bell 206 Open seat – for 2025 corn application season. Excellent pay + performance-based bonus. Minimum requirements: 206B/L 500+ hours, 500+ hours aerial spraying ( within recent years). MN, IA, and KS. Opportunities for qualified pilots for spring and fall work. PM or call 952-451-7511
Mechanic Needed – DaveAir is seeking a full-time Mechanic! No experience required, but candidates must be able to stand, stoop, squat, or kneel for up to eight hours on concrete and lift up to 65 lbs. Ability to follow inspection checklists and address discrepancies is essential. This position offers the opportunity to become a licensed A&P within 2.5 years. Located in Monroe, LA. Interested? Send your resume to rachel@daveairllc.com
Certified Flight Instructor Needed –DaveAir is seeking a full-time Certified Flight Instructor! Candidates must hold a valid CFI certificate; CFII is preferred. Excellent communication skills and a strong commitment to safety are essential for this role. If you’re passionate about inspiring the next generation of aviators, we want to hear from you! DaveAir is located in Monroe, LA. Send your resume to rachel@daveairllc.com
Mechanic/Shop Manager – Farm Air Flying Service is seeking a full-time mechanic/ shop manager. The ideal candidate would be an A&P and or IA with experience working on PT6s. However, we are willing to invest in and grow with a person with higher aspirations. Duties include 100-hour inspections, annual inspections on our fleet that includes, 502s, 504, 802, Ag Cat, and Bell 47 Soloy and general maintenance on related equipment (ground rigs loader trucks etc). Shop manager duties include ordering and stocking a shop for maintenance duties. Competitive pay, 12 months of housing and relocation help included. Located in the heart of California’s central valleys rice country, we are uniquely situated, surrounded by country living but close to big city life, with the Sierra Nevadas, the Pacific ocean in our backyard. Email oldcrow1982@gmail.com or call 530-300-5379
Helicopter A&P mechanic – Jones Aviation is looking for a full time, experienced helicopter A & P mechanic. We are located in northern California. Maintenance will be performed on site. Experience with UH-1H would be preferred. We would be willing to help with relocation costs. Needs to be a team player but not afraid to lead. Overtime might be required during seasonal times of year. Contact Chris (530)321-1253
CLASSIFIEDS
Alternate Application Division Manager
– Nebraskaland Aviation is seeking an individual to assist with our vision, creation, and management of a new alternative application division inside of our company. This job is listed on our website at Careers | Nebraskaland Aviation | NE, KS | Ag Aviation, Fertilizer, Chemicals. Use of this equipment will include imagery services, as well as, but not limited to, herbicide, fungicide, biological, and nutritional product applications to row crops and rangeland. This new division will consist of aerial equipment such as rotary drones that are common today, larger unmanned fixed-wing aircraft that are coming to market, and all new technologies that will eventually become available. This division will also include ground applications to be made with UTV and ATV equipment, as well as autonomous ground sprayers and all other new technologies that will be coming to market. Our vision is to create the most technologically advanced and most capable alternate application division in the United States with the purpose of meeting the ever-changing needs of our customers.
Email resume and references to Tye at tye.marquardt@nebav.com
2 Professional Turbine Ag Pilots for the 2024 spray season – Operating Thrush 510P aircraft from May 15, 2024 to October 15, 2024. Job duties include providing aerial application on fields primarily in Saskatchewan and possibly other provinces. Must be insurable on Thrush 510P aircraft, and capable of operating a Satloc GPS system or able to learn it. Must be able to speak, read, and write proficient English. Accident-free flight record is preferred. Housing and vehicle can be provided if needed. Wage is $50/hour, 40 hours/week. Performance-based bonus is offered. Workers compensation provided. Call Justin Farr at Farr Air Inc. 306-861-6675 or 306-848-1044
Level 1 Seat Pilot – Looking for a level 1 seat pilot for 2024 and beyond for an exclusive use contract.
Contact Patrick Mertens at 970-571-0871
Pilot – California, Central Valley Operation looking to hire fixed wing, and Helicopter Pilots. Turbine Thrushes, Air Tractor 802’s, Huey’s, and Bell 206’s. Night Flying is preferred.
Please Call Debbie Burgos at 559-816-7244
AT-802 Timber and Corn Run pilot needed – For rotation mid-January through mid-May. AT-802 Corn run pilot needed from mid-June to mid-August. Minimum experience - 500 hours 802 time or high-time 502 or 602 pilot. Email resume to cropdoctoral@hotmail.com or call/text 870-510-6882
Mechanic Wanted – FAA maintenance facility is seeking a skilled mechanic to join the maintenance team at an industry-leading aviation center. Qualified candidates must have Airframe & Powerplant Certificate with at least five years of experience working in Ag Aviation. Must be able to stand, stoop, squat, or kneel for eight or more hours on concrete, lift up to 65 lbs., follow inspection checklists, and fix discrepancies. Self-motivated individuals should be able to see the end goal at the early stages for the maintenance process and be a team player. Competitive pay, 100% employer-paid health insurance with vision and dental options, 401k, paid holidays, vacation, and sick time. Interested parties should return a completed application with a current resume.
Contact Joe Risner – Director of Maintenance for more information. 800-325-0885 or joe@midcont.com
IA and A&P mechanics needed –Salary depending on qualifications and experience.
Call Frost Flying at 870-295-6213
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. Previous experience in marketing/ sales is preferred. This position requires an excellent work ethic. The candidate will aid in sales, marketing, and tradeshow initiatives. Overall objective – Assist in all facets of sales/marketing. Competitive Wage Health / Dental / Optical Insurance PTO Paid holidays 401k Job Type: Full-time, Onsite Only, Hourly Pay, Travel possible
Email resume and references to Todd Lentz at todd@liftaviationusa.com
A&P, A&P/IA – FAA Part 137
Operator, looking for new A&P’s and experienced A&P’s. Air Tractors & Bell Helicopters. “Aircraft Type” experience not as important as: Conscientious, organized, willing to learn, get things done, team players. Will perform/ participate in Scheduled/Unscheduled Maintenance & Inspections. Maintain support equipment/shop. Full time/ Year Round. $23-$32 hr DOE. Some Benefits & Vacation. US Citizen or Valid Work Visa. Send Resume: DOM@trirotorllc.com
Experienced Pilot/Manager – 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@ltenterprisesnd.com
Mix Truck Driver/Helicopter Loader –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. PLEASE CONTACT CHASE GIBSON DIRECTLY at 228-860-2375 or email resume to chase@bsairinc.com
Ag & King Air Simulator Instructors – 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 who travel to our location to teach. Flight instructor certificate is 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. Please include a resume when inquiring. Email blindads@agairupdate. com Subject: ID#153
Helicopter Spray Pilot – 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/
Long-Term Experienced AT-402 Pilot – Well established company in Ohio looking for a long-term experienced AT402 pilot - 2023 and beyond. Housing is available. Fungicide, insecticide, fertilizer, seeding work on corn, beans, wheat, and some vegetables.
Call Chad at 419-235-4182. Send resume to chadniese@embarqmail.com
Pilots Wanted – 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
Sales Representative (Florida-based) - Agricultural Aerial GPS Applicator and Fleet Management SolutionUSA/Canada – The Tabula Business Development Team is responsible for maintaining our existing sales, growing new business, and technically supporting our products within the Agriculture, Mosquito, Forestry, Horticulture, Fire and Utility industries. This position is a key contributor to ensuring the continued growth within the aviation market of GPS hardware and software guidance solutions. See website for details.
To apply, please send your CV and cover letter to recruitment@tabula.live
Sales Representative (Remote)Agricultural Aerial GPS Applicator and Fleet Management Solution - USA/ Canada – The Business Development Team is responsible for maintaining our existing sales, growing new business, and technically supporting our products within the Agriculture, Mosquito, Forestry, Horticulture, Fire and Utility industries. This position is a key contributor to ensuring the continued growth within the aviation market of GPS hardware and software guidance solutions. You will be responsible for the following: Visiting customers; building and promoting strong customer relationships by partnering with them.
To apply, please send your CV and cover letter to recruitment@tabula.live
CLASSIFIEDS ADVERTISER INDEX
POSITION WANTED
Pilot Arizona – Pilot Available now. Any state or country. 58 good condition. Recent time on 510P. Licensed in Kansas, Colorado.
E mail pawneeguy@hotmail.com
Plane & Pilot available – From July to August for 4-6 weeks. 510 Thrush. Experienced owner/operator. Quality work. Shapefile proficient. Email contact information and operation location to blindads@agairupdate.com
Subject: ID#3384
Looking for 2024 Seat and Beyond
Georgia – Looking for a 2024 seat and beyond. Willing to travel. Total time 20,200. Turbine time 18,471. Total Ag time 1,255. Licensed in Georgia. Completed NAFA in January 2024. Call Hale Ellis for more details at 678-779-4726
Experienced AG Pilot looking for Seat
Georgia – Experienced AG Pilot looking for Seat, 7500TT, 4300AG, flown all Air Tractors models and Thrush planes. Resume available on request. Contact IFlyag66@gmail.com
Subcontract for Corn Run South Dakota – Experienced pilot with AT-5, 6, or 802 SATLOC/flow control, extensive SHP time. Contact 701-541-0102
AK Bush Pilot Looking for AG Pilot Slot, Alaska – 25 yrs AK bush. Central America Missionary pilot. 7500 TT, 1250 DHC3, 250 DHC3T. Train me so I can spray for you. See resume for details or email Will at whframingconsultant2@gmail.com
Looking for Long-Term Seat in the US
Cordoba – Looking for long-term seat in the US. I have an interesting combination of Aviation Engineering, Flight Training and Flight Experience, both Rotary Wing and Fixed Wing. Currently flying Thrush 510, Robinson 44, Robinson 66 and King Air C90. Experience in liquid application, aerial seeding and aerial fertilization. I am also URT (Upset Recovery Training) and aerobatics flight instructor giving instruction for more than 80 pilots already including AG pilots on how to recover airplanes form upset attitudes. Pilot Licenses: ATP, IFR Helicopter, CFI, TT Rotary Wing 1,500 hours. Resume and references are attached. For more information email cerionidiego@gmail.com
Experienced Tail Wheel Looking for Seat Utah – 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
Helicopter Pilot Turbine/Piston Tennessee – 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. I appreciate your time. Looking forward to hearing from you. Steve. Reach out via call, text or 901-586-7322 or email at Stbrown77@gmail.com
12D40-6101-2 Propeller – Overhauled with 8130 Form.
Call +1 (903) 429-6805
Hamilton Standard Propeller 23D40 – With 6511-12S Blades Overhauled Completely. Includes 8130-3 form.
Call +1 (903) 429-6805
Hamilton Standard 22D40 Hydromatic Propeller 6533 blades – Overhauled complete with distributor valve and prop, Governor.
Call +1 (903) 429-6805
Hamilton Standard 23D40 Propeller – With new blades 6511A-9 installed. Completely overhauled with 8130-3 form.
Call +1 (903) 429-6805
Jeffries Airworks Dynamic Propeller Balancing with Chadwick Helmuth engine printout equipment – Jeffries Airworks, Dynamic Balancing, Vibration Analysis. Much more than just a balance. Nationwide service on your location.
Call Jim Jeffries, A&P/IA, 985-507-9981
TRAINING
Riggin Flight Service South Dakota –offering private, commercial, instrument, Ag, multi-engine, tailwheel, etc. We tailor our courses to meet your needs. Call+1 (605) 256-9774
2003 4600 International Belt loader truck – digital scale, 500 gal of jet capacity. $30,000. Call 530-682-6421
2005 Auger Truck C7500 – Stainless hopper, auger, and scale. Everything works. Upgrading to a bigger frame for next season. $75,000. Call Kaitlin at 218-201-0921
2005 IH Automatic Truck – $75,000. Call Kaitlin at 218-201-0921
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
1995 Ford 800 Helicopter Load Truck – F-800, 2000 gl fresh water tank, 160 gl mix tank, newer Honda 5 vain high volume mix pump, 100+/- gl av gas tank, three lock boxes for material. $42,500. Call Cameron at 707-738-8262
2018 International Truck – Cummins engine, automatic, $26,000 without box. Call Mid-Continent at 800-325-0885
THE POWER OF BEING THERE.
Today, when personal, on-the-spot, turbine engine services have become harder than ever to find, Covington Aircraft remains fully committed to providing worldwide support when and where you need it. Our Mobile Repair Teams are available 24/7/365, which means we can get you back in the air – and back to work – quickly and safely. As the only family-owned Pratt & Whitney Canada Designated Overhaul Facility in the world, no one knows the PT6A better. From diagnostics, parts, accessories, and rental engines and power sections should you need one – our highly experienced technicians have all the resources needed to ensure your downtime is always kept to a minimum. Call us at (918) 756-7862 and let us be there – for you.
