The March 2024 Issue of AgAir Update

THE AG PLANE THAT NEVER WAS

Don’t let your airplane let you down.

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

MAINTENANCE MATTERS

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

PLATINUM LITE OLED LIGHTBAR P550 GPS RECEIVER FLOW CONTROL

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

ADVERTISING:

Melanie Woodley - melanie@marsaylmedia.com

CLASSIFIED ADS: classifieds@agairupdate.com

Melanie Woodley - melanie@marsaylmedia.com

PRODUCTION:

Felicia (Lisa) Pannell - lisa@marsaylmedia.com

CIRCULATION: subs@agairupdate.com

Mary Jane Virden - maryjane@marsaylmedia.com

CONTRIBUTING WRITERS:

Ted Delanghe - ted.delanghe@gmail.com

Robert Craymer - robertc@covingtonaircraft.com

Regina Farmer - regina.farmer@chem-man.com

Carlin Lawrence - carlin@agairupdate.com

Ryan Mason - ryan@agairupdate.com

Michelle Miller - michelle@thefarmbabe.com

Josh Alameda - josh.alameda@gmail.com

Tracy Thurman - thurmantracyt@gmail.com

LATIN AMERICAN REPS:

Noelia Burgeus - noeliburgues@gmail.com

Ernesto Franzen - ernesto@agairupdate.com

Guillermo Giordana - aravia@aravia.com.ar

Gina Hickmann - gina@agairupdate.com

Pat Kornegay - pat@svatx.com

Ivan Parra - ivan@agairupdate.com

Marcia Specht - marcia.specht@gmail.com

© Copyright 2024 AgAir Update retains all rights for reproduction of any material submitted, to include but not limited to articles, photographs, emails and bulletin board posts. All material remain the copyright of AgAir Update No part of this publication may be reproduced, in part or whole, without the written consent of the publisher.

Editorial published do not necessary reflect the views of the publisher. Content within AgAir Update is believed to be true and accurate and the publisher does not assume responsibility for any errors or omissions. Unsolicited

Bill Lavender

How Old Did You Say?

Have you noticed the surprising number of ag pilots receiving the FAA’s Master Pilot award? It seems like an inordinate number just recently received this award, including my “old” friend Mark Gary of Mississippi. There have been several others in the last couple of months. It is almost as if the FAA saved up and awarded many ag pilots all at once! I know they did not wait until pilots crossed the 50-year mark to give the award. A good example is Mark. Shoot, he has been flying for a lot more than 50 years!

To say I was wary would better describe my feelings. Even the FAA is not good at “sneaking,” showing up at just the right time! You guessed it. Graham, my son, had a hand in bringing this recognition to fruition. He also coordinated the visit by calling me at home telling me he had an important issue to discuss, could I come by the office at 11:00 am? Of course, what else did I have to do?

“ The next time you talk with an old timer, give him some respect and pick his brain for how he got to where he is today. You will almost certainly learn something! ”

The FAA snuck into AgAir Update ’s office a month ago and surprised me with the Master Pilot award. I crossed the 50-year mark last August 2023. Having the FAA walk into your office unannounced is always a little unnerving. This was even more true this time for me. I only go into the office about once a week to gather any mail that may have reached my old desk. It just so “happened” that the day I stopped by, the FAA came in and asked for me.

As any ag pilot with 50 years of experience will tell you, it wasn’t easy staying out of the trees and wires those years. Fifty years give ample time for the pilot to make mistakes, often ones that make you realize it wasn’t your day to go to the Lord. What you learn from those mistakes makes crossing the 50-year mark obtainable, as well as all the other challenges that life throws at you.

I can imagine the thoughts you beginner ag pilots with only 20 years or so of ag-flying experience are having (joke). You probably think we old-timers need to retire and get out of the way. In some cases, you would be correct, but not all. Some things can be learned from someone who has beaten the odds for 50 years. All ag-pilots should be as fortunate. If you notice, I did not write lucky. You make your luck, and it is called fortune. You do not fly ag safely without adhering to a flying style that will most likely bring you home at the end of the day.

The next time you talk with an old timer, give him some respect and pick his brain for how he got to where he is today. You will almost certainly learn something!

Until next month, Keep Turning…

CALENDAR OF EVENTS

February 29-March 2, 2024

Canadian AAA Conference

Fairmont Banff Springs

Banff, AB Canada

Shara Tardif

ed@canadianaerialapplicators.com

Phone: 780-413-0078

October 10-12, 2024

NAAA & NAAREF

Oct. 2024 Board Meetings

DoubleTree Chattanooga Chattanooga, TN

Lauren Henretty

Lhenretty@agaviation.org

Phone: 202-546-5722

November 18-21, 2024

2024 Ag Aviation Expo

Fort Worth Convention Center

Fort Worth, TX United States

Lauren Henretty

lhenretty@agaviation.org

Phone: 202-546-5722

November 18-21, 2024

2024 Ag Aviation Expo

Fort Worth Convention Center

Fort Worth, TX United States

Lauren Henretty

lhenretty@agaviation.org

Phone: 202-546-5722

February 20-22, 2025

NAAA & NAAREF

February Board Meetings

Bonaventure Montreal

Montreal, Canada

Lauren Henretty

Lhenretty@agaviation.org

Phone: 202-546-5722

October 9-11, 2025

NAAA & NAAREF

October Board Meetings

Sheraton Flowood The Refuge Flowood (Jackson), MS

Lauren Henretty

Lhenretty@agaviation.org

Phone: 202-546-5722

November 17-20, 2025

2025 Ag Aviation Expo

Atlantis & Reno Convention Center

Reno, NV

Lauren Henretty

Lhenretty@agaviation.org

Phone: 202-546-5722

AGAV PICS

A Kash Helicopters Bell 206 at work in Connecticut.

- Photo by @conneticut_aviation_spotters on IG

An Air Tractor hard at work in Argentina. - Photo by @matiasferreri on IG

An Air Tractor preps for work in Pista De Aviacion La Flora.

Photo by @aviacion_agricola_guatemalteca on IG

An Air Tractor running weed killing operations in Indiana. - Photo by jo_jo_richard on IG

A Bond Helicopters Bell 206L3 reloads in Minnesota.

- Photo by @kselvaagolson on IG

Rice fertilization with the dry spreader.

- Photo by @harrisagriculturephotography on IG

Spraying in the land of the long white cloud. - Photo by @pattonairhelicopters on IG

There are very few of these Australian made Air Truk’s left in the world.

- Photo by @austairleague on IG

The Start Stick making it go.

- Photo by @agaviationadventures on IG

A Bell UH-1H takes off after refueling - Photo by @paologianzanti on IG

The view off the wing in Grand Forks, North Dakota. - Photo by @adventurerig on IG

A Thrush on a spray run in South America. - Photo by @applicconsultoria on IG

Fieldmaster THE NDN-6 The Ag Plane That Never Was

by Ryan Varjassy

The NDN-6 Fieldmaster was the brainchild of British aviation legend Nigel Desmond Norman, starting in the mid-1970s. Desmond and his college friend and business partner, John Britten, formed a relationship in the 1950s at the De Havilland Technical School, where they studied aircraft design. In 1954, the two built their first aircraft called the BN1F, a 36hp ultralight.

The aircraft failed from a sales perspective but supplied them with a third partner, Jim McMahon. Together, they formed Crop Culture Aerial, which became highly successful, and along with this new partnership came the early stages of the rotary atomizer spray nozzle. Britten-Norman was formed as a company that specialized in ag operators and supplied ag conversions of Tiger Moths for export to New Zealand. They had taken over the development and sales of spraying equipment, most notably the Micronair Rotary Atomizer. At one point, John and Desmond operated a fleet of approximately 80 aircraft, and the need to consider a replacement ag plane resulted in a partnership with Leland Snow from Texas.

Britten-Norman acquired a 1/3 share of Snow Aeronautical Corp., and when the company was sold to Rockwell, it provided Britten-Norman with the funds to chase their dreams of designing and building their aircraft. Their idea was to build a small island-hopping passenger plane. So, after selling off their shares of Crop Culture to the other Board members in 1963, their efforts were put forth into developing the Britten-

Norman Islander, which made its maiden flight in June of 1965 after only nine months of development. The factory was based at Bembridge on the Isle of Wight (IOW) off the south coast of the UK, and the small island would remain the home of Desmond’s aviation career for years to come.

Over the years, Desmond was involved with numerous other businesses and projects, but in 1971, Britten-Norman went into liquidation and was purchased by Fairey Aviation in 1972. Desmond would remain the managing director until 1976, when he formed his own aviation company, NDN Aircraft Ltd.

The next few years would see the development of three aircraft:

1. NDN Firecracker/Turbo Firecracker – A two-place military trainer

2. NDN-6 Fieldmaster – Agricultural / Firefighting aircraft

3. NAC-1 Freelance – A folding wing fourplace civil aircraft

The NDN-6 Fieldmaster took Desmond back to his ag aviation roots, and his aircraft design was indeed years ahead of its time. He wanted a modern ag aircraft that pushed the boundaries of what was already being manufactured...and pushed the limits he did.

Photo courtesy of Ron Handgraff

Innovations of the NDN6 Fieldmaster:

• Designed from the beginning to have a Pratt & Whitney PT6A-34 750 HP turboprop and could be easily upgraded to the larger PT6A-65 1250 HP engine if desired .

• Integral titanium 625-gallon hopper as part of the structural airframe .

• Aerofoil ailerons and flaps with spray booms built into the internal structure – tricycle landing gear to aid in ground visibility and the training of new pilots on the type, as most pilots are trained on a tricycle configuration

• Standard dual cockpit with optional controls for training

• Glass canopy for excellent visibility

Options included:

• Firebombing drop gate

• 40 or 80 nozzle option

• Transland spreader

• Micronair Rotary Nozzles (8), Micronair Flowmeter and RPM indicator

• Automatic Flagman

• Lighting packages for navigation, instruments, strobe, beacon, and retractable working lights, both forward and tip mounted, for turning

• IFR instruments

• Heat and air conditioning

• 2-speed windshield wiper and washer system

The Fieldmaster appeared to be a state-of-the-art ag aircraft with every possible option. Desmond performed the first flight on December 17, 1981, at Sandown Airfield in the Isle of Wight, where the aircraft was built in his small hangar factory. As the story goes, he wears his traditional pinstriped suit and sets out to put the aircraft through its paces. A short flight was initially planned, but the flight time gradually grew and grew without Desmond landing at the airfield. After approximately 30-40 minutes, he finally landed unscathed. He promptly stated that the rudder and vertical fin needed to be changed as he could not make the aircraft turn with any real authority, so he had to make a large loop to get back to the airfield.

The Fieldmaster, G-NRDC, got its registration from the project sponsor National Resource Development Corporation. She made her public debut at the Farnborough in February 1982. Again, at the Farnborough 50th Anniversary SBAC in September

1982, test flying, and upgrades continued through 1983, 1984, and 1985, leading to a new production factory being built in Cardiff, Wales, with support from the Welsh Development Agency. On July 22, 1985, NDN officially moved to Cardiff, and at the same time, the name was changed from NDN to NAC (Norman Aeroplane Co.). The factory was staffed, and preparations for production of the NAC-6 Fieldmaster were being finalized. Many notable hires were made at this time, from production line workers to electrical, airframe, and engine engineers, with one notable hire being Vic Osborne. Vic was an electrical engineer, but he would soon become the sole engineer on the Fieldmaster project within a few years. His contributions to the Fieldmaster program cannot be overstated, and his importance will become apparent in the future of the aircraft.

NAC continued using the original aircraft, NRDC, for testing purposes by doing crop dusting tests in Lelystad, Holland (the Netherlands) for Heyboer BV,

NACL out in the light fresh off the assembly line

working alongside Turboprop Thrush aircraft and Miller Aerials Turboprop Ag-Cats. They were testing and using the Micronair systems mounted to traditional drop booms instead of its internal booms, as the rotary atomizers could not be adapted to the internal boom system. They were also testing the aircraft for firefighting roles during this time. They had developed a water boom/scoop, allowing the aircraft to refill with water by skimming the water with the boom lowered at about 10 feet above it. The rear seat spotter operated the water boom using a hand crank attached to a steel cable. Vic Osborne did much of the back seat work during this testing phase and said cranking that boom up and down was an awful experience and that his arm would go numb from raising the boom. Vic also did photo and video work for the boom testing and fire drops from the NAC Freelance with Desmond at the controls. The back seater was also a lookout for watercraft and debris in the water while on the water scooping passes. The pilot planted the boom scoop firmly in the water, adjusting trim and airspeed as the hopper filled. The filling sequence would take up to 1 minute and 30 seconds as long as the boom wasn’t skipping off the water, but the pilots would only keep the boom in the water for 15 to 20 seconds at a time due to the high level of concentration needed. The system worked but was never implemented commercially, and testing ceased.

The production line at Cardiff was moving along, and in early 1987, the first production aircraft was nearing completion. G-NACL would be the first aircraft produced under the new NAC company name, and on April 28, 1987, they received the type certificate from the UK CAA (Civil Aviation Authority). On the same day, NACL performed its first flight with the prototype NRDC, flying along in formation with Desmond Norman and test pilot Peter Phillips at the controls. NACL flew in primer as Desmond wanted to save the cost of a new paint job in case of an accident.

Through May and June of 1987, NACM & NACN were completed and flight certified. Desmond signed a lease firefighting contract with France Aviation Conseil General Des Alpes Maritimes in Cannes in the South of France for their summer firefighting season. All three completed production aircraft were dispatched along with maintenance staff from Cardiff, including Vic Osborne. The aircraft performed well but was underpowered during high and hot conditions with a big load onboard. The planes were also used for loaded patrols, and they shined in this role as they carried massive amounts of fuel over four internal wing tanks, giving them a loiter time of 7 to 8 hours.

Exeter Airfield enroute to France

NACM Croplease Cannes France

By the end of 1987, aircraft sales had been non-existent, so Desmond leased them to various companies to bring in revenue and test them in real-world situations. The following contract was to Agricair in Zimbabwe, Africa. ODA funded the Tse Tse fly control contract. Agricair Zimbabwe was, at the time, the leading company in Africa when it came to Tse Tse control. Agricair was owned by Field Aviation, which was owned by Hunting Aviation (UK). As the British funded the contract, the contract was awarded to Huntings, and all the equipment to be used was to be British, hence the use of the Fieldmasters.

Only two Fieldmasters were available then, so two Thrush aircraft were used to bring the total number of aircraft to four, which required the area to be sprayed. The Fieldmasters were put into the Zimbabwe register, as Agricair was operating the aircraft, and the aircrew and engineers were all licensed in Zimbabwe. Before the contract started, the crews spent some time in Cardiff so that the engineers could assist with fitting the spray gear, navigation systems, and lights and for the new pilots to do conversions onto the aircraft. The pilots were Rob Tasker (RIP) and Glenn Brunwin. The aircraft required some modifications for the contract with the addition of the spray gear, blind flying instruments, a tiltable instrument panel in the rear cockpit to house the TANS and spray controls, and the manufacture of leading-edge protection panels for the wings and tailplane for bird strikes.

Due to bad weather, the aircraft was ferried to Somalia in December 1987 with a 3-day delay at the Air Force Base in Yeovilton, Ur. The contract was conducted in early 1988, and two aircraft formations conducted the spraying. The Fieldmasters were configured as the lead aircraft, so each formation consisted of a Fieldmaster leading, with a Thrush flying in formation. The spraying was conducted at night at 50 feet or less (tree top). The spray area was about 7000 square km and took about seven nights to complete (one cycle).

To eradicate the flies, a minimum of five cycles was required, and the scientists determined the time between each cycle, which was approximately 7 to 10 days apart. The flying crews were Rob Tasker as Pilot with Martin Ludlow as navigator in the one Fieldmaster, Hugh Mundy flying formation in a Thrush, Glenn Brunwin as Pilot, Bobby Tasker as navigator in the other Fieldmaster and Johnny Falzoi flying formation in a Thrush. John Robert McLagan Gair and others were part of the engineering team supporting the contract aircraft. Afterward, the two Fieldmasters were ferried back to Cardiff, passing over the Mediterranean Sea and the deserts of Egypt.

While NACM and NACN were working on the Tse Tse fly contract in Somalia, Desmond sent NACL on a sales tour to Australia and Singapore for the airshow in January 1988. Renowned female ferry pilot Janet Ferguson made the long

1987 April Boom Testing

Photo by Vic Osbourne

trek to South Australia from Cardiff, Wales, covering 9000 miles one way. Once Janet arrived safely in Australia, NAC’s second test pilot, Doug Barden, flew on a commercial flight and took CL to various Australian states, showing off its firefighting capabilities. Australia was celebrating its bi-centennial, so the aircraft was painted with a “Happy Birthday Australia” on the aft fuselage. After touring Australia, Janet returned to the UK, stopping in Singapore to participate in the Singapore International Airshow.

By the summer of 1988, the last two production Fieldmasters were completed. NACO & NACP were flight tested and ready to join the other three production aircraft. All five of the aircraft were essentially the same...Pratt & Whitney PT6A-34 turboprops at 750 hp, 625 US gallon titanium hoppers, dual seating, and the other innovations that Desmond had designed. There were minor variations between each aircraft, but nothing major or significant. The layout worked well; all five aircraft went to France in Cannes for the 1988 firefighting season. This would be the only time all the Fieldmasters would work together in one location, minus the original prototype NRDC.

Leading up to 1988, Desmond agreed to have some Fieldmaster fuselages and wings be produced by Utva Aviation in Yugoslavia. The airframes would then be shipped back to Cardiff for final assembly. Utva found some issues with the wing root and redesigned it, providing more strength to the main spar. They also redesigned the nose section to accept a 724 shp M601D-1 Walter Turboprop as a less expensive alternative to the pricey Pratt & Whitney. This project lasted until 199,2 when war broke out in Yugoslavia, and Utva was notified that it was under Western sanctions and work on the British airframes was to cease immediately. The Utva factory suffered severe damage during the war, but miraculously, the airframes survived unscathed and were put into storage till 1999. There is more to this story, but we will continue it later.

In the early fall of 1988, NAC was under serious financial constraints due to the massive amount of money spent to get to this point of production. On July 26, 1988, NAC went into receivership with Price-Waterhouse directing the company. Desmond was out at the company that

1987 April Boom Testing

Photo by Vic Osbourne

bared his name, but NAC would continue to operate until a buyer for the company could be found or the assets liquidated. As the story goes, Desmond had his Freelance aircraft and the original Fieldmaster prototype NRDC moved out of Cardiff the morning the receivers arrived to take over. For some reason, these aircraft were not to be part of the sale of the company, and Desmond made sure they were not confiscated. Some workers were laid off, while others were paid to merely show up, sweep the floors continuously, and drink coffee. But only two months later, a former financial backer of Desmond purchased NAC’s liquid assets and the rights to the Fieldmaster agricultural and firefighting aircraft, including the five production Fieldmasters.

Andrew MacKinnon and his company, Croplease Ltd., began to plan how to move forward with his new acquisition. However, Andrew was not from the aviation world but instead finance. He lived and worked in London while the aircraft was nowhere in his direct line of sight. All the employees had been let go by this time, but one engineer contacted Andrew and offered his services. At this point, Vic Osborne became the sole engineer for the Fieldmaster aircraft.

After the 1988 summer firefighting ended in France, NACL, NACM, and NACN were off to Morocco in Northern Africa to spray for a massive locust infestation. They were based in Ouarzazate, and once again, Vic was there to keep the aircraft in tip-top shape.

1989 started slowly, and NAC (now Croplease) had moved away from Cardiff to Bournemouth, UK, and began to use Interair as a maintenance and parking facility and as their new home base of operations. The upcoming fire season was on the horizon. At the request of the French pilots, Croplease hired Brooklands Aerospace at Old Sarum to provide CAA M3 oversight for a planned engine upgrade from the -34 to the 1250 shp -65 Pratt & Whitney turboprop. The aircraft was designed to accept this upgrade from its inception with new parts consisting of the engine, engine mount, five-bladed propeller, and a new nose cowling.

The rest of the aircraft would remain untouched except for a gauge or two in the cockpit. Vic Osborne and an assistant from Brooklands did the conversion in an old WW2 hangar at the Old Sarum airfield beginning in late August, with the first flight coming on October 28, 1989. British aviation legend Neville Duke performed the first flight of the newly named Firemaster 65 with Vic riding shotgun in the rear. Duke’s resume was legendary, and his accomplishments and accolades are remarkable. He was a three-tour veteran of WWII, beginning his RAF career at 19 years of age in 1941, flying Spitfires from Biggin Hill over Europe. Duke

was transferred to North Africa, flying the Curtiss, the P-40B Tomahawk, and then the P-40D Kittyhawk.

By September 1944, at 22, he had amassed 27 victories in 486 sorties and 712 operational hours. He was a flight commander by age 21 and a squadron commander officer at 23. After the war, he became an RAF test pilot for Hawker from 1945 through 1948 and, after retiring from the RAF, joined Hawker again as their assistant chief test pilot until October 1956, when he was forced to retire due to injuries sustained in a few heavy and forced landings which fractured his spine leaving him immobile for months. His later life mainly revolved around civil aviation and his company, Duke Aviation, where he was a personal pilot for Sir George Dowty and a test pilot for the Edgley Optica and the Firemaster 65. He wrote several books about his life and experiences, and his legacy has left a lifelong impression on those who met the man.

At this same time, NRDC was also at Old Sarum in late 1989, and Vic was instructed to dismantle the airframe for some unknown reason. He removed the wings, engine, and propeller, and she sat there in that state till she was moved back to her ancestral home at the Sandown Airfield on the IOW on November 11, 1991. She was laid to rest beside Desmond’s old hangar, where she was born some ten years earlier.

NRDC would remain there for the next 20 years, along with the engineering sample and numerous parts. On February 14, 2011, NRDC and all the parts were loaded onto two trucks and shipped to Jim Pearce, a notable aircraft rescue and preservation specialist and a former crop duster. Jim never got to restore the Fieldmaster, and it was rumored to be again sold to some brothers near Wainfleet, UK, who had planned to open a crop dusting museum. That plan never materialized, and it seemed as though NRDC was then lost, and it became a sad note in the history of the Fieldmaster story. We will come back to NRDC later in this article.

Neville and Vic did the flight testing and -65 certification program from Sandown in early 1990, and all went according to plan with no issues to report except for the nose landing gear, which now would flap from left to right from the prop-wash produced by the 5-bladed prop. They devised a simple fix by extending the nose wheel mud guard, which cured the issue. Vic recalls this three-week time spent with Neville as the most rewarding and treasured time in his long, distinguished aviation career.

After the test program was finished on NACL, Vic began the exact -65 conversion on NACM, followed by NACN. Andrew had arranged with Desmond to have Vic use his

old factory hangar at Sandown and hire a previous Cardiff factory worker to help convert the two aircraft. The engine transplant went smoothly, with Andrew and Desmond ensuring all the needed parts were delivered to Sandown. Flight tests were completed again by Neville Duke, who described the performance of the -65 as “a box full of birds” and “homesick angel,” referring to its lift and speed capabilities. The Firemaster 65’s were again ready for the summer firefighting season in Cannes, France. Also, in Portugal, the planes performed exceptionally well with the new engines, according to the pilots. The aircraft was proving extremely capable, and Andrew believed he could get production up and running again based on the new Firemaster 65. NACO and NACP were left as -34’s and were never converted to the more powerful -65.

In 1991, the three -65 Firemasters again went to France for firefighting, and NACP worked for Heyboer BV in Lelystad, Netherlands, in August of that same year. NACO appeared to have not worked at all that summer in 1991.

From 1988 to 1992, Andrew changed the corporate name and transferred assets multiple times. Croplease Ltd, Croplease PLC, Croplease Enterprises, and eventually EPA Aircraft Company were all owners of the Fieldmaster assets and its production rights under Andrew MacKinnon’s ownership and direction. Early 1992 saw the Fieldmaster project begin its decline. The Utva Aviation plan Desmond had originally cultivated (which Andrew inherited) was dead due to war and political sanctions in Yugoslavia. The summer firefighting contracts in France had yet to come through

for the 1992 season, and despite taking the aircraft to numerous airshows, Andrew could not secure any future orders and sales. This ended Desmond’s dream ag aircraft and Andrew’s business venture.

Andrew had been hemorrhaging money for the past few years and finally had enough. He decided to try and recoup some of his losses by parking the aircraft and selling off whatever he could. All engines, propellers, and instruments were removed and sold, and the airframes were parked and left for years.

NACM Firemaster 65 (TTAF 1403 hrs), NACN Firemaster 65 (TTAF 1280 hrs) and NACO Fieldmaster -34 (TTAF 279 hrs) were parked at Bournemouth Airfield and NACL Firemaster 65 (TTAF 814 hrs). NACP Fieldmaster -34 (TTAF 543 hrs) was placed at Sandown alongside the already dismantled NRDC and the engineering sample outside Desmond’s old hangar. It was an unfortunate and ironic ending that these aircraft returned to the home of their conception only to be left for dead. 1995 saw Andrew once again try to sell the Fieldmaster and NACM, and NACN was put back into flying condition with -65 engines.

They performed some promotional demonstrations around the UK and went to a few airshows, but nothing became of Andrew’s efforts, and the planes were once again mothballed, and it appeared that the Fieldmaster was dead for good.

Stay tuned for the next installment of the Fieldmaster series in April 2024

Photo courtesy of Frank O’Brien

Rotor Autonomous R22 Prototype Aimed at Ag Completes First Test Flight

Rotor hosted guest of honor New Hampshire Governor Chris Sununu on Wednesday, January 30, 2024, in the first live flight test of its R22 autonomous helicopter test aircraft. The company-hosted event included a tour of Rotor’s new Research & Development Center and a naming ceremony for Rotor’s R550X prototype, which was attended by staff, their families, and invited VIPs.

The live flight of the R220Y, an uncrewed R&D aircraft based on the Robinson R22 2-seat helicopter, took place at Nashua Airport at around 2:30 pm ET on January 30, 2024, before a crowd of around 100 people. The aircraft performed a full startup procedure, hovered in front of the audience, made turning maneuvers, and descended to land after around three minutes in the air. To the company’s knowledge, this historic flight is the first time an uncrewed full-scale helicopter has flown publicly in front of a crowd. It marks an important milestone on Rotor’s path to operational readiness for commercial missions.

The event highlighted the spirit of technological innovation in New Hampshire. It included a tour of Rotor’s campus, located on the former campus of Daniel Webster College, a site steeped in aviation history. Rotor’s newlyrenovated R&D Center serves as the backdrop to Rotor’s revitalization of the aviation industry in New Hampshire, buoyed by the recently-announced R550X commercial helicopter program and the beginning of flight operations from a new Remote Operation Center.

The event concluded with the naming of Rotor’s R550X prototype, a static vehicle that will begin a tour of the US and Canada later this Spring. During the ceremony, Rotor CEO Hector Xu revealed the name of the aircraft “as a tribute to the spirit of innovation and to what I can now proudly call my home state, this R550X will be named the Spirit of New Hampshire.” He and Governor Sununu popped champagne to celebrate.

Governor Sununu emphasized the historical significance of the occasion, stating, “As we embrace the Spirit of New Hampshire, we honor the legacy of American aviation pioneers nearly a century ago while looking to the future. New Hampshire has long been known for our innovative spirit, and today, a new era of aviation was ushered in right here in the Granite State. This is an exciting moment for the future of American-made aircraft!”

Rotor is building the first two R550Xs at its facilities in Nashua, N.H. These aircraft are expected to begin agricultural flights later this year. The R550X is based on the Robinson R44 Raven II. It is designed to lift heavy loads up to 1,212 lbs, or 550 kg, with no pilot onboard. With a flight time of over three hours and a top speed of 150 miles per hour, the R550X offers long-range VTOL capabilities beyond the reach of drones and eVTOLs.

“The R550X is the most technologically advanced and highest capacity commercial uncrewed helicopter in the world. And it’s built right here in this hangar,” said Xu. Rotor has brought scores of high-tech jobs to New Hampshire from across the United States. It intends to add new manufacturing, quality control, sales, and engineering support departments to support the R550X program.”

NEW RG-220 BATTERIES DESIGNED FOR THE MOST DEMANDING APPLICATIONS

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JET STREAM AG AVIATION, PRESIDENT & PILOT NAAA COLORADO BOARD MEMBER AT-402B INSTALLATIONS

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Huff-Daland Duster Finds Permanent Home at the National Air and Space Museum

The Huff-Daland Duster is now showcased at the National Air and Space Museum, part of the Smithsonian Institution on the National Mall in Washington, DC. This aircraft, originally from Huff-Daland Dusters Inc., the precursor to Delta Air Lines, marked the inception of aerial application businesses. It conducted the pioneering commercial dusting of crops using its specially designed aircraft, the Puffer.

The National Air and Space Museum recently completed a comprehensive $250 million renovation, making it a prominent attraction with approximately 1.9 million annual visitors. Surpassing the Udvar-Hazy Center, the previous home of the Huff-Daland Duster, the downtown DC museum provides increased exposure for visitors to delve into the early history of the aerial application industry. Delta Air Lines generously donated this historic aircraft to the museum in 1968. While the museum is free to visit, a timed entry for the day of your visit is required.

As the largest among the Smithsonian’s 19 museums, the National Air and Space Museum is dedicated to educating and inspiring people about the significance of flight to humanity. The Smithsonian has expanded its collection over the years, acquiring other aircraft related to aerial application work, such as the Curtiss JN-4D Jenny and the Air Tractor 400A Dusty Crophopper, the latter donated by Rusty & Lea Lindemann to commemorate the aerial application’s 100th anniversary. Both these aircraft are currently on display at the Udvar-Hazy Center.

For a deeper dive into the history of the aerial application industry, consider purchasing “Agriculture’s Air Force: 100 Years of Aerial Application,” which commemorates the industry’s centennial. Additionally, explore “Speed, Safety, and Comfort: The Origins of Delta Air Lines” by James John Hoogerwerf, a former Delta Boeing 767 captain and aviation historian, offering insights into the history of Delta. Both are available in the AgAir Update Marketplace, marketplace.agairupdate.com

Mississippi’s 2024 Convention Highlights

Austin: 800-370-0557

Dallas: 800-880-0801

Houston: 800-880-8822

Kerrville: 800-880-4545

Lakeland: 800-881-9688

Scottsdale: 800-880-3597

St. Louis: 800-880-8644

Modernizing Central American Agricultural Aviation

How Conversiones Sa Has Driven Innovations In Aerial Application From Mexico To Panama

by Lucas Zanoni

Taking Off Into The Future

It all began in the Guatemalan Air Force. Julio Cesar Reyes Veliz, the son of an aeronautical mechanic, had his first encounter with aviation during his childhood. His father, a descendant of Spaniards from the northern coast of Guatemala, worked in aircraft maintenance in the country’s capital and instilled in him the dream of becoming a pilot. At 18, Julio began his preparation to become an agricultural pilot: with two years of study, he obtained private, commercial, and ag pilot licenses.

Starting his career in the mid-1970s, Julio flew his first three seasons in the Retalhuleu region, spraying for a Spanish cotton farmer (a crop booming in the country then), initially with a Pawnee and later with a Cessna.

He then began working for Raul Garcia Granados, the largest cotton producer in Guatemala, where he would fly for over 20 years. He piloted the country’s first turbo Thrush and the Snow S-2A.

During the 1980s, Julio met his namesake, Julio Vargas, an agricultural pilot who alternated his work between Guatemala and Mississippi.

A decade later, after the cotton boom had passed, the two friends received a risky but tempting proposal. The largest spraying company in the country had gone bankrupt, leaving eight aircraft (including Turbo Thrush, AT-302, AT-401, and AT402) inoperable. The bank that had acquired the machines approached the two pilots and offered them to take ownership.

In 1997, Conversiones SA was born with a clear purpose: to modernize the Guatemalan agricultural air fleet. The initial focus was on the heart of the aircraft, requiring a revival of their turbines. For this, they brought in Juan Martinez, who is responsible for maintenance, to establish their first base in Tiquisate.

Conversiones established a contract with the U.S. Embassy in Guatemala in its first year of operation through the U.S. Department of Agriculture’s (USDA) whitefly eradication program. This project aimed to control an insect causing enormous economic losses to various agricultural industries (it is estimated that in 1990 alone, the whitefly caused a loss of USD 500 million in the states of Florida, Texas, California, and Arizona).

Although coffee, one of Guatemala’s main crops, was not attacked by the pest, it was one of its primary hosts. It was discovered that spraying over 300,000 hectares of coffee plantations in Guatemala was crucial for the phytosanitary safety of the United States. Thus, Conversiones began its first season contributing to American agriculture as well.

In this way, the company emerged with a particular purpose: to rebuild airplanes (and, in the case of piston aircraft, convert them to turbines) and use them for protecting crops. Some of those eight immobilized aircraft were sold to other regional operators after refurbishment, and the remainder became part of Conversiones’ own spraying operation. In addition to coffee, the company expanded its protection to the sugarcane and banana industries, which are currently the main large-scale crops in Guatemala.

New Steps, New Companions

In the early 2000s, the company also began to specialize in providing maintenance services to other operators in the country. To strengthen this endeavor, they gained a heavyweight addition: Juan Francisco Ortiz Mijangos, an expert in aerial agricultural parts. After working for nearly 20 years in the trade of aviation parts in Florida, the “almost gringo Guatemalan” was invited by his then-client to return to his homeland and assist Conversiones in purchasing equipment for both its fleet and other operators in the country.

Subsequently, two more individuals joined the team: Roman (son of Julio Reyes), an engineer responsible for all electronic maintenance aspects of the aircraft, and Jason (son of Julio Vargas), an agricultural pilot currently in charge of coordinating the work of other aviators. As Mr. Juan Martinez aged, he passed the baton to Wilfredo Mejia Sanchez, an aeronautical mechanic from Honduras. After serving in his country’s air force for years, he joined the Conversiones team and became the primary reference for PT6 maintenance in Central America.

The company continued its operations in Tiquisate, on the “Guatemalan Coast.” This region, bathed by the Pacific Ocean, is the country’s leading agricultural producer and is home to the most extensive banana plantations and sugar mills, with a significant portion of the production aimed at the North American market.

The maintenance center and the main operational base of Conversiones are located there (the administrative

office is in the capital, Guatemala City, near the country’s main airport). Five active company aircraft (in addition to several undergoing reconstruction) rest there, departing each day for clients’ farms, which have their own runways and loading stations.

The other three aircraft in Conversiones’ fleet are stationed in Puerto Barrios, located in the country’s northern region, near the Caribbean Sea and the border with Honduras. They exclusively serve a multinational banana group (the second-largest globally), currently controlled by Brazilians. Julio Reyes mentioned that his company shifted to operating almost exclusively in this type of crop due to the perennial nature of the application:

“We need to spray fungicide on bananas once a week, every week of the year. This ensures continuous work, unlike other crops where spraying is seasonal, providing greater profitability and security for both the company and the pilots. Banana is not only the most lucrative for aerial application operations but also for Guatemalan farmers (ensuring higher yields than other largescale crops) and for our country as a whole (being the most exported crop in Guatemala nowadays)”.

A Link Between Different Continents

During the 2010s, Conversiones shifted its focus beyond the North and began exploring new technologies in South America. Initially, the company solidified a partnership with a turbine parts review and sales company, particularly for PT6 engines. They then initiated an association with the application technology manufacturer Zanoni Equipamentos, which has now been completed for five years. Conversiones became

the authorized and exclusive distributor of the Brazilian brand for the entire Central American agricultural aviation market. Francisco, currently responsible for serving customers with this product line, shares insights about the alliance:

“Initially, we purchased the products for our own use. After confirming the quality of the equipment in practice, we decided to start reselling them to other local operators. Previously, we bought these types of parts from the United States, but we opted for Zanoni for three reasons: product quality, technical support, and work philosophy. These are technologies that sell themselves without much effort in having to promote them. Moreover, we have direct access to the technical and commercial team whenever we need it, and just like our approach here at Conversiones, they know that, above all else, we always put the customer first. Today, we have the largest stock of spraying parts in Central America, allowing us to respond promptly to any needs of agricultural pilots”.

In addition to converting spraying equipment for the Zanoni brand, Conversiones, in partnership with the Brazilians, initiated another innovative project for the region: disseminating Brazil’s most commonly used aerial spraying methods, utilizing rotary atomizers, and reducing spray volumes. Similar to what Zanoni has been doing in the USA through its local resale, Conversiones has shown local operators that, with the advancement of the chemical industry and adjuvants, it is possible to combine phytosanitary safety with greater operational profitability. The initial tests were conducted by Javier Soberano Sanchez,

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a businessman and agricultural pilot from southern Mexico who also serves banana crops. After equipping his Pawnees with Zanoni pumps, valves, and atomizers, the businessman welcomed agronomist Alan McCracken for a series of assessments and calibrations with the new technology and shared about the project:

“Conversiones and Zanoni financed a research and technical assistance project for us to start this type of work here in Mexico. For those not used to it, the low volume presents a few initial challenges, such as greater care in the choice of adjuvants and preparation of the chemical mix. Still, these are easy issues to solve with the necessary support. We started the tests and showed them to the farmers before anything else. Like any paradigm shift, they were initially apprehensive, but the results were excellent, and customers were very pleased with the applications. The atomizers are excellent”.

Javier’s work quickly spread, and then FBJ Aeroaplicaciones also decided to test the new technology. Jaime Baldenebro’s company, located in Ciudad Obregón in northern Mexico, equipped one of its Braves with Zanoni atomizers through Conversiones

and received support from the agrochemical industry to start low-volume work. FMC sponsored a local seminar for farmers and a calibration job, also conducted by McCracken, focused on potato crops. The pilot and partner of the company, Alejandro Baldenebro, shared some considerations about the project:

“Using low volume brings us some advantages. First, it eliminates drift problems due to evaporation, as the lower water volume means less potential for dissipation through this process. With this technology, we achieve better penetration into the leaves, improved control of pests and diseases, and, consequently, higher crop productivity. We are working to promote this type of operation throughout the country”.

In 2024, Conversiones partnered with one of the authorized Air Tractor dealerships in Latin America to distribute other aviation parts to regional operators. Consequently, it has become crucial in modernizing Central American agricultural aviation, connecting the Brazilian application technology industry with the local agricultural aviation sector.

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

Check Yourself: Nuts, Bolts & Electrons

by Rebekah Waters, FAA Safety Briefing Magazine

Brian Tracy, motivational speaker and author, says, “Complacency is the enemy of success.” When it comes to aircraft maintenance, complacency is the enemy of safety! The Maintenance Personal Minimums Checklist is one tool that can help ward off complacency, make safety the primary objective, and maybe even make your job a little easier.

Developed in the late 1990s by FAASTeam member Richard Mileham, the Maintenance Personal Minimums Checklist is an important risk management tool. Its name, inspired by the Personal Minimums Worksheet for pilots, is a bit of a misnomer since it is more like a condensed version of a code of conduct for mechanics. The list, which is available in pocket size or slightly larger, includes items to consider before and after performing a task. The FAA recommends keeping one handy, where you can see it, like near a toolbox or workbench, and use it for each task you perform.

Before the Task

One of the top causes of complacency is doing repetitive tasks on a continual basis without incident. As a writer, the stakes are lower, and most of my tasks are varied and new. But for mechanics,

complacency is a real hazard. This checklist will help mitigate the risks that complacency creates. It reminds you to consider crucial questions like, “Am I physically prepared to perform the task?” before you get started. Taking a minute to review and answer each question in this section of the checklist honestly before you begin any task can help you avoid a sense of overconfidence — another part of complacency — that could lead to careless mistakes.

After the Task

Once you’ve completed the task, refer to the list again. Check each of these equally crucial questions to make sure the aircraft is safe for flight. Questions like, “Did I perform the job task without pressures, stress, and distractions?” will help you double-check your own work. You might think that you will always know to check in with yourself on questions like, “Am I willing to fly in the aircraft once it is approved for the return to service?” but the checklist ensures a safety baseline every single time you perform a task. Even if you’ve completed this task hundreds of times — especially if you’ve completed this task hundreds of times — it’s critical to take a moment and check your work. The checklist will help you mitigate the risks that crop up when complacency sets in.

A PDF copy of the FAA’s Maintenance Personal Minimums Checklist is available at bit.ly/MaintenanceHangar or you can reach out to your local FAASTeam Program Manager for hardcopies. If you’re still not sold on the idea that you need to use this checklist, just remember, the work you do impacts lives, not just machinery.

Rebekah Waters is an FAA Safety Briefing associate editor. She is a technical writer-editor in the FAA’s Flight Standards Service. This article was originally published in the January/February 2024 issue of FAA Safety Briefing magazine.

Robert Craymer |

AD 2024-04-51

The FAA has issued an emergency Advisory Directive (AD). They are following the lead of Transport Canada and EASA (Transport Canada Emergency AD CF-2024-05). Pratt and Whitney Canada have also issued a corresponding category 1 service bulletin (A14574). To highlight what this means regarding importance, Pratt & Whitney Canada has only issued three other category 1 service bulletins, the last being in 2014.

All of this information applies to the following engine models: All PT6A-64, PT6A-66, PT6A-66A, PT6A-66B, PT6A-66D, PT6A-66T, PT6A-67, PT6A-67A, PT6A-67AF, PT6A-67AG, PT6A-67B, PT6A-67D, PT6A-67F, PT6A-67P, PT6A-67R, PT6A-67RM, PT6A-67T engines.

This AD and service bulletin indicate that they must be complied with before the next flight. For most engine

owners/operators, this will mean a review of the AD and determining applicability. The inspection/replacement of the affected parts is specifically targeted to a batch of blades made from a specific batch of raw materials.

The parts affected are the second-stage power turbine blades (PT2). These blades all have individual serial numbers on each blade, and for new engines, the blade serial numbers should be listed in the logbook on the serialized component list. Suppose you have had your PT2 blades replaced within the last 50 hours of operation. In that case, the installing maintenance provider should have provided or be able to identify for you the serial numbers of the blades that were installed.

This is the critical information that you are looking for. The serial numbers of the affected blades are listed in the service bulletin (A14574). If you find these blades in your

engine, please get in touch with someone within the Pratt & Whitney Canada network. You can contact your field service manager or the Designated Overhaul Facility you work with. Pratt & Whitney Canada has assured me that parts will not be an issue as they know the number of blades affected and have set aside the replacements.

The majority of engines out there won’t be affected by this AD. All that needs to be done is a review of the information and to make a logbook entry stating that the AD does not apply to your engine. This step does need to be done before your next flight. Get with your maintenance provider, and please ensure that you do this. It will keep you out of trouble if an inspector does a review of your logs.

I advise everyone to be aware and review this AD to ensure you are covered.

Robert Craymer has worked on PT6A engines and PT6A-powered aircraft for the past three decades, including the last 25+ years at Covington Aircraft. As a licensed A&P mechanic, Robert has held every job in an engine overhaul shop and has been an instructor of PT6A Maintenance and Familiarization courses for pilots and mechanics. Robert has been elected to the NAAA board as the Allied-Propulsion Board Member.

Robert can be reached at robertc@covingtonaircraft.com or 662-910-9899

Visit us at covingtonaircraft.com

Disclosing Drug and Alcohol Offenses

by Dr. Susan Northrup, FAA Federal Air Surgeon

Most of you know that there are specific limits regarding alcohol consumption when you plan to fly. You must abstain from alcohol for at least 8 hours prior (12 hours in the military) and your blood alcohol level must be less than 0.04% (grams/deciliter) per Title 14, Code of Federal Regulations (CFR), section 91.17. The use of alcohol and other drugs (legal or illicit) proximate to flight is simply not safe. Studies have shown that there is an increased mishap rate among pilots who have had a DUI or DWI (driving under the influence or driving while intoxicated). In addition, a significant number of pilots involved in fatal accidents have had alcohol or other impairing drugs found in their system at autopsy.

The FAA is very concerned about this safety risk, and, as such, FAA regulations put an emphasis on the importance of flying unimpaired. You should also know that pilots are required to report alcohol or drug-related incidents to the FAA. Pilots who maintain an FAA medical certificate and operate under part 121 or 135 face additional requirements including random drug and alcohol testing.

Pilots are subject to the reporting requirements of 14 CFR section 61.15. You must provide a written report to the FAA Civil Aviation Security Division within 60 days of any action regarding your driver’s license. This includes suspensions, convictions, etc. Please note that this is required even if charges are subsequently dismissed. Also note that multiple reports might be required for the same offense, for instance, if a suspension is followed by a later conviction. This regulatory requirement reflects how the law was written.

Pilots who maintain FAA medical certification have additional reporting requirements under items 18 and 20 of the medical certificate application (FAA Form 8500–8). This is separate from the reporting due under section 61.15 and neither disclosure satisfies the reporting requirement for the other. Also, applicants for a medical certificate or those choosing the BasicMed pathway grant consent for a review of the National Driver’s Registry (NDR) as part of the application process.

There are also considerations for those who fly ultralights (part 103) and drones (part 107). The use of alcohol or other drugs is limited in section 103.9 and sections 107.23, 107.27, and 107.57, respectively in addition to section 91.17. While there is no specific reporting requirement under part 103 or 107, a pilot who holds

a certificate issued under part 61 must still meet the reporting requirements of section 61.15 even if they no longer exercise that certificate.

Clearly, the take-home message is don’t drink and fly, or drive for that matter. Some that do are repeat offenders before they are caught by law enforcement. If you are going out and plan to drink, also plan to have a designated driver, take a cab, or spend the night at a hotel or with a friend. Some of you already follow this guidance. Hopefully, more of you will. However, some will test the system and get caught. You risk being involved in an accident or losing your pilot certificates with a mandatory grounding period before retesting is permitted.

Let’s assume that the FAA’s legal team has determined enforcement action is unnecessary after reporting. There are still considerations for pilots who hold an FAA medical certificate. Both substance abuse and dependence are specifically disqualifying conditions listed in 14 CFR part 67. While a single event (DUI/DWI) can be relatively straightforward if an underlying dependence is absent, many times it will still require clearance from the FAA. For multiple events and/or cases where dependence is demonstrated, the pilot should anticipate that they will not be flying until the FAA is satisfied that the individual is in good recovery. Even then, years of monitoring is the rule.

Dr. Susan Northrup received a bachelor’s degree in chemistry, a medical degree from The Ohio State University, and a master’s degree in public health from the University of Texas. She is double board-certified by the American Board of Preventive Medicine in Aerospace Medicine and Occupational Medicine. She is a retired U.S. Air Force colonel and a former regional medical director for Delta Air Lines. She is also an active private pilot.The next time you talk with an old timer, give him some respect and pick his brain for how he got to where he is today. You will almost certainly learn something!

Aircraft Detailing and Protection

A Comprehensive Review

by Byron Yoder

The upkeep of an aircraft is a crucial task that requires attention to detail and a comprehensive understanding of the different variables involved . The washing of the plane not only ensures aesthetic appeal but also enhances the performance and longevity of the aircraft .

Paint correction and high-quality protection like industrial ceramic coating play a crucial role in safeguarding the aircraft’s exterior from various elements, including UV rays, harsh weather conditions, and environmental pollutants . A well-maintained paint job significantly reduces the acceleration of corrosion associated with our industry; look for a certified aviation detailer and ask how your aircraft will be protected . Use the previous articles to keep your aircraft in its best condition and get the most longevity in your investment . We have summarized our articles into critical points .

We want to extend a BIG thank you to Ag Air Update for their support over this time, allowing us to share this information with all of you, and finally, our clients over the years for their trust . Without you, none of this would be possible .

Washing Key Points:

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

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

3. Use foaming soap with a Foam Gun (for garden hose) or Foam Cannon (for pressure washer) to apply the wash soap. Allow a few minutes for the bugs to soak, then follow up by scrubbing with a soft bristle brush, a two-bucket wash method.

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

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

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

Please see the October 2023 issue for more information:

Microfiber Towels Key Points:

Option A:

Look for neutral-scented, non-colored, zero phosphate wash soap, often natural or organic label. These can be purchased at your local supercenter or online.

Option B: Look online for specialized microfiber cleaner packets. These come at a slightly higher cost per unit, provide guidelines for soiling level and dilution ratio, and provide the best opportunity to rejuvenate the towel.

Microfiber Drying:

Air drying is the best method for microfiber towels. Excessive heat can damage the fibers, making them stiff and leading to scratches/marks in your paint and windows. If using a dryer, opt for low or no heat settings. Do not use drier sheets as they can leave residue/protectant on the towel, making it lose its absorbency and may repel future protective coatings or dirt, leading to more scrubbing.

Please see the November 2023 issue for more information on microfiber care:

Polishing and Paint Correction Key Points:

1. Thorough Cleaning: Begin by washing and decontaminating the paint surface to remove dirt, grime, and any loose particles that may further damage the paint with abrasion. After washing, the clay bar may be used with specific wash soaps in a detailed spray formulation to remove surface contamination. We suggest medium-grade clay towels as they are generally larger, more durable, and have fabric on the back for wiping/wetting the surface.

2. Paint Correction: Use an abrasive compound Like IGL F1-F3 series to remove the oxidized layer, restoring the paint’s shine and color. If done correctly, this process will provide the best surface for adhesion with the protection of sealant and wax or ceramic coating. Being too aggressive and using improper polishing methods may permanently damage the paint. While not polishing enough will leave contamination and oxidation on the surface, vastly degrading the ability to protect the surface.

3. Ongoing Maintenance: Regularly washing the aircraft is the best procedure/care for the paint.

Corrosion Key Points:

Corrosion inhibitors like zinc chromate primer have been implemented to provide protection; you will often notice this process by a green color below the paint surface. Factories like Thrush Aircraft have made this standardized process. Air Tractor has chosen electromagnetic protection using the cathode/anode approach. Both systems have advantages and disadvantages.

Paint Protection: Preserving your investment Key Points

Carnauba Wax:

Hybrid Wax:

Paint Sealants:

Ceramic Coatings:

Advanced Technology:

Carnauba wax is derived from the leaves of the Brazilian palm tree and is great for many applications, often suggested for aircraft like Cirrus, made from carbon fiber or synthetic materials.

Hybrid waxes combine the benefits of both carnauba wax and synthetic polymer wax. They provide a slightly faster application and easier removal of application while still providing natural gloss and shine.

Paint sealants offer a longer-lasting solution compared to traditional wax. These sealants are made of synthetic polymers. Most are rated at 6-month protection with proper Ph Neutral wash soaps.

This nanotechnology creates a molecular bond with the substrate, forming a thin, almost zero-weight layer over the paint that is much stronger than traditional waxes and sealants and is designed to handle the chemicals used daily in aerial applications. Not all ceramic coatings are created the same look for a certified aircraft detailer specializing in agricultural/Industrial ceramic coating.

Graphene has been making its way into the market in recent years. Clear coating systems like IGL Coatings Aegis 15-year rated, hydrophobic, self-cleaning, C5 corrosion rated, 6000-hour salt spray test is implemented and brought to the market; corrosion may be slowed and discussion for history books. Frontline Detail, who attends continuing education training in ceramic coating, can install these products with specific guidelines for aerial application aircraft. If you want to learn more or have questions, book a consultation with Frontline Detail at www.frontlinedetailusa.com.

Please see this and February 2024 issues for more information:

Carlin Lawrence

Nations Fighting Other Nations Causes Famines, Pestilences And Death

Jesus said, “For nation will rise against nation, and kingdom against kingdom. And there will be famines, pestilences, and earthquakes in various places. All these are the beginning of sorrows… For then 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.” (Matthew 24:7-8, 21-22). The wars between Ukraine and Russia and between Hamas and Israel could easily spread into other countries. Ezekiel chapters 38-39 tell us that a country from the north will be joined with several Arab countries and will invade Israel, and God will destroy 83 percent of that army (Ezekiel 39:2 KJV).

“I watched as the Lamb opened the first of the seven seals. Then I heard one of the four living creatures say in a voice like thunder, ‘Come!’ I looked, and there before me was a white horse! Its rider held a bow, and he was given a crown, and he rode out as a conqueror bent on conquest” (Revelation 6:1-2). The Anti-Christ will appear to be a peace keeping man, but he will become possessed by the spirit of Satan, and his earthly wisdom and demonic power will fascinate, charm, and deceive much of the non-Christian world (Revelation 13:14).

“When the Lamb opened the second seal, I heard the second living creature say, ‘Come!’ Then another horse came out, a fiery red one. Its rider was given power to take peace from the earth and to make people kill each other. To him was given a large sword” (Revelation 6:3-4). In the process of bringing the world under his control, Anti-Christ will wage war against anyone who opposes him. These wars will cause worldwide food production to fall and people will begin to starve and fight over food and other essentials of life.

“When the Lamb opened the third seal, I heard the third living creature say, ‘Come!’ I looked, and there before me was a black horse! Its rider was holding a pair of scales in his hand. Then I heard what sounded like a voice among the four living creatures, saying, ‘A quart of wheat for a day’s wages, and three quarts of barley for a day’s wages, and do not damage the oil and the wine!’” (Revelation 6:5-6). When the apostle John wrote this, a quart of wheat was barely enough to sustain one person for one day, while a denarius represented one day’s wages for an average worker.

During the tribulation era a day’s wages will barely buy enough food for the worker, but will not be enough to feed their family. A person will be able to purchase three quarts of barley for a denarius, and that will help provide for families, but barley is low in nutritional value. A person’s wages will barely feed three people with low quality food. Both of those scenarios represent the severe famine conditions at that time.

After the February, 2022 Russian invasion of Ukraine wheat rose to over $12.00 dollars a bushel because of the Ukrainian crops were blocked by Russia from being shipped to other countries. We can only imagine what would happen if this was a world-wide war. The U.S. Bureau of the Census, International Data Base, estimates that the population of the world in 2050 will be over 9 billion people. It’s not hard to see how such a massive amount of humanity will have trouble feeding ourselves in the future. Planet earth is fast becoming over-crowded, with over 8,045,311,447 billion people as of 2023, a 0.88% increase from 2022).

“I looked, and there before me was a pale horse! Its rider was named Death, and Hades was following close behind him. They were given power over a fourth of the earth to kill by sword, famine and plague, and by the wild

beasts of the earth” (Revelation 6:8). God reveals to John that wild beasts of the earth are going to be a part of this devastation. But we shouldn’t think on the terms of huge wild beasts such as lions, tigers or bears. But think about rats, mosquitoes, bird flu, infections and disease carriers that are small but dangerous. The fourteenth-century outbreak of bubonic plague, a rat-borne disease called the Black Death, killed between one-fourth and one-third of Europe’s population. The bird flu in 1918-1920 killed 50-100 million people worldwide. These pandemics were a drop in the bucket compared to what’s coming on this earth. In Revelation 9:18 demons kill one-third of the earth’s population

The first four seals of Revelation chapter six reveal to us some of the most frightening things that will ever come upon this earth. But these first four seals are only a prelude to what is coming. Nothing in human history has even comes close to these catastrophic events that are in the future of this world. This is just the beginning of the worldwide wars, hunger and plagues that are in the future for this sinful and rebellious world. Still to come are the remainder of the seal judgments, the trumpet judgments, and the bowl judgments. But because of God’s love for humanity He is patient toward us, not willing that any should perish but that all should come to repentance (2 Peter 3:9).

Jesus said to Martha, “I am the resurrection and the life. He who believes in Me, though he may die, he shall live. And whoever lives and believes in Me shall never die. Do you believe this?” (John 11:25-26). God wants everyone to come to trust in Jesus Christ as their Lord and Savior (1 Timothy 2:3-4). But He has also given each person a free will to choose where he/she wants to spend eternity. Don’t miss your place in heaven while chasing the pleasures and things of this world!

Drake Martin

A History with Chem-Man

It has been remarkable to see the growth Chem-Man has experienced just in my (what feels like a short) time with the company. With the rapid growth, we have amassed several new customers and grown our following who are often unaware just how long Chem-Man has been around serving aerial and ground applicators across the U.S. and Canada.

Regina Farmer started Chem-Man in 1992. The software originated as a DOS program (Disk Operating System) and at the Ame was an advanced billing system utilized by many aerial and ground applicators in the South. As technology evolved and the Ag AviaAon Industry advanced, the equipment and systems used by applicators had to evolve with it. In 2015 ChemMan moved to the online version that would later evolve and become what the program is today.

who played a vital role in the Boll Weevil run that we all know today as the foundation for current ag aviation. Laine has been running the office and taking care of the bookkeeping since 1995. Her initial billing program was another DOS program for a few short years where she then switched to The desktop version of Chem-Man in 2000.

Believe it or not, there are a small handful of operators in existence that are still using the original desktop version of Chem-Man to this day. I would like to introduce someone who until a year ago would fall into that category. This person and I have grown to become great friends after working closely together, which also resonates particularly with me is that he and his family are the first operation I worked with after my career with Chem-Man began.

Wade Lakey of Tri-County Sprayers, the 3rd generation of a family of aerial applicators with deep roots in the Ag Aviation Industry. Wade moved back home after his time in college and stepped up to help run the family business. Wade works alongside his mother Laine, his father Brad, and his uncle Vance who began an ag flying business based in Hamlin, Texas in 1988.

Vance and Brad were the sons of Herbert (Herb) Lakey who began his flying career in Texas in 1964. Herb started out flying a Piper Pawnee and his endeavors only grew after that. Herb was one of the many pioneers of the industry

Laine and Wade utilized the Chem-Man desktop until 2023 when I first met them at the TAAA convention in Lubbock, Texas. After spending some time allowing me to showcase demonstrations and after attending a Chem-Man introductory training class, they decided that after all of these years, it was finally time to make the switch.

Wade jokingly shares that his career began at TriCounty Sprayers at birth however, he assumed more responsibilities and pivotal roles within the company when he returned from college in 2012. Wade wears many hats within the company managing tasks that range from mechanic duties, equipment maintenance, aircraft mixing and loading, inventory management and sales, and scheduling and dispatching. Although the combination of the desktop version of billing with Chem-Man, handwritten notes, and black and white copies of google maps worked well for many years, Wade quickly saw the need to embrace the 21st century

and utilize the latest and most advanced technologies on the market. After years of pleading with his mother to switch to the online version of Chem-Man, Laine began considering the change after noticing her older outdated computer that housed the desktop software was beginning to have issues. The fear of change was overcome with the greater fear of losing all their customer information and current balances should something happen to that computer, especially during the busy season. Laine currently takes care of the billing and bookkeeping, but having Wade around has allowed her the ability to spend more time with her grandchildren.

Over 60 years, Tri-County Sprayers has seen a drastic evolution in the ag aviation industry. Wade recalls stories from his grandfather’s early days with the company and how he used to draw maps on napkins and then fly to fields looking for flags, indicating he was on the right pass. The company grew from a single piston-powered aircraft using handwritten napkin maps to an operation that utilizes four turbine-powered aircraft where they service their area as well as reaching other parts of the country to assist other operations in the Midwest. In their growth, they proudly received the TAAA Operator of the Year Award in 2019.

When asked what Wade has particularly enjoyed the most about the switch his answer to me was... “It wasn’t but a couple of weeks after that we started using ChemMan online that we had a job that was completed but I had forgotten to move it from scheduling to an invoice.

If I would not have had Chem-Man, the job would have inevitably been lost with the way we did things before.”

Wade and Laine were also apprehensive about making a change based on the price. “Before we were used to buying software and we own it with the desktop version of Chem- Man it was a one-and-done purchase. We were hesitant to shift into a yearly subscription pricing point at first. But after a short time of using Chem-Man online, we quickly could see the benefit and the program is well worth what we pay just for the mapping alone, much less all the other features that come with it.” Wade also comments that he particularly likes the ability to know how much chemical is needed and how much chemical he has on hand. Wade goes on to say “Chem-Man has made my life so much easier eliminating the guesswork on figuring product needed for a job or how much product I have in inventory. That feature alone saves me over an hour every day.”

I asked Laine what she has enjoyed about switching to Chem-Man online, and her reply to me was… “Being able

to grab the laptop and take it wherever or even login on my phone and have access to Chem-Man. It allows me to not be confined to the office or one computer. I never realized how much I would use Chem-Man outside of the office; if a customer calls and wants to know if a job has been completed, I can just look at my phone and say, ‘Yes that’s been sprayed, or that job has been finished’. It has prevented me from writing down an order when I get a call if I’m out of the office and accidentally forgetting about the order if I misplace that note.”

It has been very rewarding for me to hear how well implementing Chem-Man online has been for the Lakeys and everyone at Tri-County Sprayers. I hope to reach other operators out there who share some of the similar concerns about switching from the desktop version to the online version like Wade and Laine both had. Although change can be scary sometimes there are advancements and new technologies made to simplify the lives and work of operators in our industry. I take pride in knowing that Chem-Man does just that and I believe wholeheartedly in our program. Spray seasons are beginning in the southern states and before we know it, it will be full throttle for everyone across the country. We hope everyone has a safe and prosperous season and thank everyone for their continued support.

SPRING TRAINING

In ag aviation stick and rudder skills become honed to a fine edge. It comes with the territory of repetitive low-level flights at high gross weights with much cranking and banking day in and day out.

by Ted Delange

To make it even more challenging, operations often occur at high-density altitudes from remote airstrips and even at night, where soaring daytime temperatures prohibit daylight-hours applications.

On the other hand, skills tend to gain a bit of rust during the off-season, whether a month or two or longer, depending on the geographic location. It is essential to recognize this decreased level of performance, which naturally accompanies a break in the action. Professional athletes such as Major League Baseball players are well aware of this tendency and have spring training before a new season, where through practice and exhibition games, they can get back into the groove.

Many ag operators have spring training of sorts with refresher programs in place, where everyone – mixer/

loader, refueller, Ops Manager, office staff, pilot - takes the necessary time to get reacquainted with the details and demands of their job to ensure all pieces of the puzzle come together smoothly.

As the action can get quite intense in a heartbeat through a massive and unexpected infestation, everyone must be at the top of their game when the rubber hits the road with a new season. When that happens, the $64,000 question is, can we have a season with no accidents and, even more to the point, with no fatalities?

Given the nature of the industry – flying long hours often in challenging conditions – the question poses an extremely sobering and challenging task. But while the question itself is open to debate, the fact remains that while the debate continues, there is a lot we can do to move the yardsticks down the field continually.

Building a Culture of Safety

As the old adage goes, tomorrow is your reward for working safely today. I was recently discussing the topic of safety with a friend who did contract work in a nearby potash mine. The mine has adopted a culture where every employee takes ownership of keeping safety as the number one priority. Every day starts with a field-level risk assessment where employees and their supervisors meet to define and remediate potential hazards that might arise in the day’s schedule.

Quite a number of ag operators have similar morning operations and safety briefings before things get rolling, where the day’s work is reviewed along with potential safety hazards, e.g., new towers in the area, wind and temperature considerations, susceptible bordering crops, etc. I think it’s an excellent idea for everyone to adopt.

One last item I found very interesting in the discussion with my friend was that the mine safety program highlighted four areas likely contributing factors to an accident: fatigue, rushing, complacency, and frustration. Sound familiar?

Fatigue

Regarding accident investigations, fatigue is frequently cited as a contributing causative factor. This is especially true regarding the severe degradation of decisionmaking skills that accompany those times when physical and mental fatigue reaches critical levels. Unfortunately, we don’t have a ‘fatigue meter’ to determine when this happens. Still, several warning signs can give us a heads-up before a typical day at work becomes something we don’t want.

That starts with a self-assessment before hopping into the cockpit. If you’re feeling a bit tired, you probably are already well on the road to being a potential accident waiting to happen, and no amount of caffeine intake will change things for the better.

There are a number of things a pilot can do to make self-assessment more objective. Flying to and from the field at a specific altitude, e.g., at least 500 feet. If you wander significantly from those markers, consider it a warning bell going off. Other items like forgetting to reset the gallons remaining on the GPS unit or omitting admin details on your worksheet can indicate that your focus is waning.

Proactive steps can prevent safety incidents of epic proportions, and on the flip side, missing those steps can herald a disaster. As Safety Expert Eleanor Everet states, safety is not a gadget but a state of mind.

Rushing

Slow down! When the action gets intense, there is a tendency to try and do things in a hurry. This can easily lead to missing critical items on a checklist (like flaps on takeoff), mixing the wrong hopper load for an upcoming trip, or similar situations where haste makes waste. Rushing around any machinery is never a good idea, especially around an aircraft where the prop is turning.

Complacency

As noted in the opening paragraph, the good news about ag flying is that stick and rudder skills become honed to a sharp edge. The bad news is that sharply honed skills promote overconfidence, leading to complacency. You are more apt to press takeoff limits in mid-season than when you’re just getting back in the saddle, and the rust shows. Know your limits, and stick to them!

Frustration

You’ve been to that field thrice this week, and the wind has been out of limits every time. It is starting to get on your nerves. Without considerable self-restraint, it

is all too easy to let frustration get the better of you and press weather limits, where there’s a good chance you’ll end up with a huge drift claim coming your way or something worse you really don’t want.

If you already have annual ‘spring training’ in place, take the time to follow it to a tee. And if you don’t already have one, take the time off-season to develop a program where everyone gets the time needed to return to competitive form. Maybe that elusive goal of an accident-free season is closer than we think.

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NAAA INSIGHTS

National Agricultural Aviation Association

2024 NAAA Spring Board Meeting Held in DC-Area

The 2024 Spring Board Meeting of the National Agricultural Aviation Association was held in February.

Below is the CEO report from Andrew Moore:

After the PAC breakfast and EPA presentation, NAAA CEO Andrew Moore provided an overview of recent national agricultural aviation events and NAAA’s involvement in positively influencing those events to benefit the industry. He reiterated that NAAA’s primary function is to advocate for pesticide language allowing aerial application use without unnecessarily burdensome restrictions. NAAA will be developing survey questions for a comprehensive study profiling the agricultural aviation industry for the 2024 season, including questions on aerial pesticide use. This data along with urging the EPA to use updated atmospheric modeling formulations, such as Tier 3 of the AGDISP model, results in more real world, accurate assumptions of aerially applied movement of pesticides and any possible risks associated with them, preventing misguided label restrictions for aerial applications. Since 2017 NAAA has commented on 270+ EPA pesticide active ingredient and pesticide regulatory policies. This year EPA is expected to release its endangered species insecticide and fungicide strategy and draft reregistrations for neonics and acephate, amongst others.

Moore also touched on efforts to modernize the computer coding of the AGDISP atmospheric model for the purpose of ultimately steering away from a one-size

fits all risk assessment and instead have more realistic, site-specific risk assessments conducted in real time through updating the model. Currently $50,000 of a total of $250,000 over five years has been received from the Centers for Disease Control to recode the model. A total of $500,000 will be necessary to complete the recoding.

Moore then touched on low-altitude airspace safety issues and announced, due to affective lobbying on NAAA’s behalf, the U.S. Senate’s recent markup of their FAA Reauthorization included language in its drone beyond visual line of site operations (BVLOS) section that the FAA “ensure the safe coexistence of UAS with manned aircraft operating in the national airspace system.” This language parrots similar language in the House’s enacted version and is an important victory as the FAA has stated it hopes to release a draft UAS BVLOS rulemaking as early as August of 2024. NAAA along with nearly all national general aviation organizations and airline pilot associations have implored that the FAA proceed with caution when promulgating BVLOS policy and to ensure that UAS provide right-of-way to crewed aircraft and equip with failsafe detect and avoid technology. Also included in the Senate version of the FAA Reauthorization is language urging the FAA complete the tower-marking rule for rural towers between 50 and 200 feet or report in detail on an annual basis as to why not. NAAA continues to urge new FAA Administrator Whittaker to promulgate the tower marking/logging rule.

Moore also stated that the Federal Motor Carrier Safety Administration has informed NAAA that the proposed rule to allow states to allow CDL licensees to transport 1,000 gallons or fewer of Jet A without a HazMat

endorsement should be released for comment on or before October of 2024.

Moore also stated that the current Farm Bill is set to expire by September 2024 unless reauthorized. He also stated that both the House and Senate are working on new Farm Bill legislation, but due to the cost of the legislation and small majorities in Congress, that will be a challenge. The current federal debt at $34 trillion has increased well over 50% since the last Farm Bill ($21 trillion in 2018) when $26.3 billion of agricultural and nutrition spending was cut. Regardless of the challenges, NAAA is pushing Congress to include a regulatory relief title in the bill that would exempt pesticide applicators from the NPDES pesticide general permit and that would defer to the states and federal government’s scientific and regulatory expertise to develop and enforce pesticide law, not the 80,000 local government jurisdictions throughout the country that lack the resources. NAAA is also pursuing language supportive of the USDA’s Aerial Application Technology Unit within the Farm Bill and to ensure that subsidies for rural broadband towers be made on the condition that the towers are properly marked and logged per the 2018 FAA Reauthorization.

Moore then shifted to communications issues and reported on the first of four Farm Journal one-page

articles and half page ads in the Scoop magazine that was published this month as a result of NAAA’s recent agreement with the publisher. The Scoop reaches 20,000 national retailers and crop consultants and the ag aviation content may also be shared on AgWeb (200,000 farmers nationwide), Top Producer (100,000 farmers that grow over 1,000 acres nationwide and other Farm Journal publications. He also discussed that NAAA will again be exhibiting on Ag on the Mall this May organized by the Association of Equipment Manufacturers. The NAAA exhibited in 2022 with a helicopter that will again be on display thanks to Helicopter Applicators Incorporated in Gettysburg, PA. The event was densely attended by agricultural press and the general media as well as senior federal policymakers, and lawmakers in addition to a public audience of approximately 270,000.

Moore then shifted to industry issues and stated that a new drone application pilot association had been formed known as the Unmanned Pilots Association for Safety & Standards, or U.PASS. The website for the organization states that its services include third party safety certification and a 137 step-by-step guide. He also stated that NAAA had accepted an invitation to speak at the 2nd Spray Drone End User Conference later this month to inform drone application users about NAAA’s pesticide registration advocacy, CEU qualifying education programs, investment in obtaining

federal aerial application technology research, and networking, amongst other services. NAAA also received an invitation to attend the Brazilian aerial application trade show, SINDAG, later this summer to discuss the possibility of establishing an international agricultural aviation association for knowledge sharing purposes.

Next discussed were ag aviation accidents. A few weeks ago, the FAA released the results of its General Aviation Activity survey from 2022 and it showed that the number of accidents in the ag aviation industry that year was 51 with nine fatal accidents out of a total of 831,999 hours flown. This resulted in 6.13 accidents per 100,000 hours flown and it further increased the percentage reduction of accidents per 100,000 hours since the PAASS program hit the state in 1999 to a 26.60% decrease in accidents between 1999-2022 when compared to 1993-1998 figures. This matches a 26% reduction in drift incidents since PAASS. A remarkable figure when considering that fewer than half, or 47% of ag pilots attended PAASS prior to 2020.

Moore then discussed that the Certified Professional Aerial Applicator Safety Steward, or C-PAASS designation, for 2024. C-PAASS now includes the availability of on-line curriculum that a C-PAASS professional must review and be tested upon for knowledge of the effects of droplet size to the spray pattern and safely operating in a wire environment. These online educational requirements must be satisfactorily met in addition to 2024 NAAA and state/

regional ag aviation association membership; PAASS attendance the past three seasons; and biennial Operation S.A.F.E. participation.

It was also announced that the Agricultural Airman Certification Guidelines, a comprehensive manual in which to test proficiency for crewed agricultural aircraft operations, will soon be made available to NAAA members and should complete safety requirements set out by the NTSB back in 2014 for NAAA and the agricultural aviation industry to address to mitigate 14 CFR Part 137 safety risks.

Moore then discussed Ag Aviation Expo results and prospects. In 2023, the convention in Palm Springs netted $651,775 in overall income with 1,276 in attendance. This compared to netting $819,801 in overall income in Knoxville in 2022 with 1,573 attendees. The 2024 show will be in Fort Worth, Texas and excitement levels are very high for the show. The Kickoff Breakfast speaker will be Australian Kevin Humphreys, a 20-year military veteran that flew Black Hawk and Chinook helicopters for the Australian Army in East Timor, Iraq, Afghanistan and many other high-intensity theaters. He suffered and overcame posttraumatic stress disorder (PTSD), depression and anxiety and will share the PTSD triggers he experienced and how he addressed his mental state and transformed his life. The convention’s general session speakers will be Noah Parr, an H2A farm labor contract with recommendations on how to legally employee out of country ag aviation laborers. Geffrey Anderson with the Texas law firm of Anderson

268 pages

5 eras

10 decades

34 Spotlight pieces

One heck of a story!

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.)

Riddle LLP will hold a mock drift trial to demonstrate how to be prepared to avoid drift claims or how to combat them if wrongfully accused. Moore then stated that the 2025 and 2018 Ag Aviation Expo will be held in Reno, Nevada, Savannah in 2026, and Oklahoma City in 2027.

NAAA membership numbers were then reported. At year end of 2023, NAAA had 1,700 members (541 operators and 531 pilots). This compared to 1,826 total members as of the end of 2022 (573 operators and 566 pilots). This is a 7% drop in members between 2022 and 2023. There are 1,560 U.S. aerial application operators and 2,028 U.S. non-operator ag pilots in the U.S. Renewals for 2024 show that there were 1,142 NAAA members as of the end of January (418 operators and 308 pilots. This compares to 1,129 NAAA members as of the end of January 2023 (423 operators and 323 pilots). NAAA’s association management service, Atria, is presently calling non-renewing members to join for 2024. NAAA will also send non-renewing member lists to the board representatives for them to contact and request to re-join.

Moore also discussed the recent crafting by the president, and past and current treasurer of the 2024-2025 NAAA budget. The fiscal year begins on July 1st. The draft budget overestimated expenses and underestimated revenues and is projected to have a ($116,568) deficit. This includes $42,000 worth of depreciation, a $13,000 increase in general office funding for building repairs to replace leaking and poorly insulated windows. It also, to be fiscally conservative, does not take into account likely

higher convention attendance numbers due to being held in Texas, the largest state in terms of aerial application businesses in the country; and membership numbers that could go higher due to excitement about an NAAA health care program for its members. For fiscal year 2022-2023 a deficit was projected of ($50,679), yet at the actual conclusion of the fiscal year a $158,743 surplus was achieved. Similarly, in fiscal year 2021-2022, a deficit was projected of ($115,183.00), yet at the actual conclusion of the year a surplus of $354,109.11 was achieved.

Moore, before concluding, stated that there is a substantial list of projects that the association staff must address on a perennial basis including the following: FIFRA pesticide policy and aerial label re-registrations; securing USDA-ARS aerial application funding; responding to FAA airworthiness directives and other aviation policy rulemaking and related policy issues affecting the agricultural aviation industry; organizing the Ag Aviation Expo and spring and fall board meetings; writing and researching weekly eNewsletters, website updates, social media posts; publishing three Agricultural Aviation magazine editions and an annual membership directory; writing four Farm Journal articles and a slew of press releases for the ag, aviation and general media; development of original PAASS program content, weekly Fly Safes and Operation S.A.F.E. clinics; membership marketing; AgAir Update columns; scholarship and awards management; leadership training program organization; daily board and membership inquiries and case work; accident tracking and analysis; and much more.

Moore mentioned that in addition to the above, this year there are additional projects to complete including the following: Ag on the Mall; C-PAASS educational module(s); FAA Reauthorization advocacy; Farm Bill advocacy; commenting on FAA BVLOS NPRM; conducting a 2024 Ag Aviation Industry Survey; implement health/disability insurance for members; install new database; comment on FMCSA proposed regulation to allow states to allow transportation of up to 1,000 gallons of Jet A without a HazMat endorsement; EPA endangered species comments on insecticide, fungicide policy; updated coding of AGDISP and develop site specific risk assessment; develop Flight Risk Assessment Tool; and more. Because of the abundance of projects needing attention, Moore counseled that the board look to rescind projects that don’t follow the policy advocacy; promotion of positive public relations; networking; and professional, ethics-focused education and safety programming that the association is charged with per its Articles of Incorporation and Bylaws.

After Moore’s presentation, President Newcomb adjourned to committee meetings at 10:10 a.m. for the committees to meet and conduct business.

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

Aero Dust Master

Business flourished from the beginning. Stearmans popped in from everywhere and the first of a series of dispensing units, the Aero Dust Master, was developed and installed for dozens of new and old firms.

This unit was of all-aluminum construction. Its main feature was a radical vaned spreader built on a conventional airfoil. Curtiss Pitts of”Pitts Special” fame had designed a somewhat similar spreader and, being a nearby neighbor, cooperated with White in the development of an even better version. The unit far exceeded anything available at that time from a standpoint of no-streak application. It sold like hotcakes at $325, complete with agitator and gear box, and could adapted to most conventional hopper throats.

Chemical Development

The circumstances that existed directly after the War lent themselves to fast, tremendous strides for the industry. One of the most significant factors was the development of new chemicals that would actually control insects and weeds. DDT, first synthesized in 1874 and patented in 1940 as an insecticide by Dr. Paul Muller, led the way. It was rapidly followed by such hydrocarbons as toxaphene (chlorinated camphene), aldrin, dieldrin, endrin, heptachlor, chlordane, benzine hexachloride, and a host of others. The compound 2,4-D had made the scene and, during World War II, DDT and 2,4-D were heavily produced for the military and were used to fight disease-bearing insects and unwanted vegetation all over the globe.

Literally hundreds of thousands of lives were saved by the use of DDT alone and worldwide use developed heavily in 1945. Typhus and malaria were drastically reduced and both branches of the military conducted aerial spraying of DDT and 2,4-D from hastily constructed “spray systems” of their own manufacture.

From this beginning, a small amount of data was available and a few firms experimented with spray units for aircraft, including Sorensen in Minnesota and MV AS in Mississippi. Sorensen, at an early date, offered some efficient bellytank systems for light aircraft and, around the country, some individuals built and installed their own versions of spray units in whatever aircraft were available.

Drastic Changes

However, it was not until 1947 that MV AS designed and produced a modem Stearman spray unit. From that point on, everything changed drastically. This unit was developed by Ben White over a lengthy period of time, and ·was made almost in conjunction with the firm’s FAA approved 300 horsepower Lycoming R680 conversion for the Stearman. A type certificate on this engine conversion designated the unit as the Model A 75L300 and the new spray system, the Aero Mist-Master, was completely compatible with this engine installation.

Basically the unit consisted of a Heliarc welded 140 gallon tank, stainless steel wing booms that were completely contained in the lower wings, and an engine-driven, high pressure Pacific Marine pump. The pump was driven by a heavy duty flexible drive shaft, similar to those used on dental drilling equipment, and was manufactured to MV AS specifications by Stow Manufacturing Company in Massachusetts. This new unit also provided an outside loading inlet and could be loaded quickly without the use of an outside power source. A cockpit-controlled valve was simply switched and the spray pump itself loaded the airplane!

Spray Unit Kit

Nothing on the unit hung out. The spray booms were enclosed with nothing protruding except the 28 stainless steel extensions that carried standard nozzles for whatever application was desired. This unit was immediately and

widely accepted. Very early in its production approval was obtained to market the unit in complete “kit form” and virtually any shop could make the installation quite easily.

One of the first operators to avail himself of this unit was Paul Hursh of Amana, Iowa, who still operates Hursh Flying Service in that region. Paul visited Mississippi and assisted with the installation of this unit in his own aircraft. One night, well after midnight, Paul was alone in the MV AS hangar working diligently when he smelled smoke! Dashing into one of the lean-to shops, he found the wall on fire from a short-circuited fuse box. Unassisted, he managed to completely extinguish the blaze before it got out of control, saving the entire operation from total destruction. Had Paul not been there, the history of the Mississippi Valley Aircraft Service could never have been written!

With a possible exception of 2,4-D and parathion work in the wheat regions of the Midwest, the greatest single boost to aerial spraying was due to an unprecedented boll weevil infestation in the Cotton Belt that began in 1948. The demand for aerial dusting in 1948 greatly exceeded the capability of available aircraft and cotton dusts.

A fairly effective dust had arrived, replacing calcium arsenate. It was a combination of benzine hexachloride, DDT, and sulphur. The most popular mixture was 3-5-40. It worked well on weevil and boll worms, but, like all dusts, required ideal atmospheric conditions for good results. It also burned like hell and pilots detested it.

The 1948 boll weevil infestation developed rapidly and supplies of this dust were soon exhausted. As a result, a few operators began spraying the infested cotton with the only thing then available, toxaphene emulsifiable concentrate mixed with water. This toxaphene, applied at the rate of two pounds technical in two gallons of water, did a good job of boll weevil control, especially in the Mississippi Delta. No formal approval of this procedure had been given by any regulatory agency, but farmers, desperate for almost anything, demanded the work and were happy with the results.

As a consequence, Delta Branch Experimental Station at Stoneville, Mississippi began conducting extensive spraying tests under the supervision of head entomologist Dr. S.L. Calhoun and Dr. E.W. Dunham, the station supervisor. Delta operators with Aero Mist-Master

An original MVAS installation of the Aero MistMaster Sprayer in a 300 HP Lycoming-powered Stearman. Note internal wing booms and enclosed engine-driven pump.Airplane configuration not changed except for the stainless steel nozzle extension in wings, 1949.

spray systems supplied equipment and pilots on a gratis basis in both 1948 and 1949. As a result, Calhoun and Dunham began recommending cotton spraying with toxaphene several years before such work was formally adopted and recommended.

This was a most fortunate circumstance since the 1949 growing season brought on the heaviest boll weevil infestation in history and growers, unable to obtain cotton dusts, switched over to spraying in great numbers. By now, Mississippi Valley Aircraft had also entered the custom application business in a rather extensive way and had a large fleet of planes and pilots available.

Some early pilots went on to establish themselves in businesses of their own. Among such men whose names became recognized throughout the industry were Dean Newall, “Chuck” Thresto, Bill Bell, Sid Norwood, Lonnie Floyd, Ed Young, Lee Corviss, James Powell, “Chuck” Rose, Johnnie Fulghum, Arthur “Bart” Barlebaugh, “Rocky” Taylor, Jimmy Lambert, and Joe Coope.

Joe Coope was a real character, prone to become involved in the unusual. In the early 1950s he went into

business for himself, after purchasing a like-new 225 horsepower Lycoming Stearman from MVAS. Joe operated in the Knoxville, Tennessee area, which was rough country.

One spring day Joe telephoned MV AS from Knoxville in an agitated voice, demanding to speak with Ben White. Joe had suffered a partial engine failure while test flying in a mountainous area. Somehow he managed to mush the Stearman down into the top of a huge blue spruce, where it hung securely! Joe climbed down unhurt and advised that the plane was hardly scratched. But he didn’t know how to get it down!

Ben White, like so many people born into the airplane business, thought he could solve anything. He quickly outlined a plan where Joe was to rig up a winch with an A-frame, lots of cable, and a tractor to run the rig. Joe was then to climb the tree, hook a lifting-eye to a fuselage member, and winch the plane up out of the tree and finally safely to the ground.

Several days passed and White decided to call Joe and find out how things worked out. I listened on an extension.

Author Mabry Anderson and a Cessna 140 in 1947. Anderson was a partner in MVAS, a pioneer custom equipment design firm.

by flexible drive shaft from generator drive.

Lycoming Stearman in 1951.

“Ben,” began Joe, “your system worked fine except for one little thing. We finally got it all hooked up, but when we started winching it things went bad. The lifting-eye slipped out, just as the plane got clear of the tree and my Stearman fell and rolled down the mountain! To tell you the truth, I just left it there. There wasn’t enough left to salvage!”

By the early 1950s, operations had sprung up all over the country. The majority of the firms maintained fleets of both dusters and sprayers. A few home-built combination units were appearing here and there and again MV AS went to work engineering and producing a new, patented combination unit called the Aero Instant-Change. This unit differed significantly from anything else available. It had a cast aluminum closure plate with a synthetic seal that was retained in a floating position inside the tank/hopper. By pulling a cockpit lever, the closure plate could be lowered into the tank throat, sealing it completely and allowing for immediate liquid use, without removing the spreader. This unit was supplied either installed or in kit form and was quickly adopted by operators. Within a relatively short time, installation of straight dusting of spraying equipment virtually ceased.

Installation of the engine-driven Pacific Marine pump on top of tank in an early Aero MistMaster Sprayer. Pump was driven

A 40 gallon tank is installed in an American Dusting Company Piper J-3 in 1948. As agricultural aviation became more sophisticated, so did mechanical changes to improve aircraft performance.

Mississippi Valley Aircraft Service combination Stearman dust/spray unit on 225 HP

Emergency AD Issued for PT6A-60 Series Engines

Emergency Airworthiness Directive (AD) 2024-04-51 is sent to owners and operators of Pratt & Whitney Canada Corp. Model PT6A-64, PT6A-66, PT6A66A, PT6A-66B, PT6A-66D, PT6A-67, PT6A-67A, PT6A-67AF, PT6A-67AG, PT6A-67B, PT6A-67D, PT6A-67F, PT6A-67P, PT6A-67R, PT6A-67RM, PT6A-67T, PT6A-68, PT6A-68D, PT6E67XP, and PT6E-66XT engines.

This emergency AD was prompted by reports of second-stage power turbine (PT2) blade failures. Transport Canada, which is the aviation authority for Canada, has issued Transport Canada Emergency AD CF-2024-05, dated February 15, 2024 (Transport Canada Emergency AD CF-202405) (referred to after this as the mandatory continuing airworthiness information, or the MCAI), to correct an unsafe condition on Pratt & Whitney Canada Corp. (P&WC) Model PT6A-64, PT6A-66, PT6A-66A, PT6A-

66B, PT6A-66D, PT6A-66T, PT6A-67, PT6A-67A, PT6A-67AF, PT6A-67AG, PT6A-67B, PT6A-67D, PT6A-67F, PT6A-67P, PT6A-67R, PT6A-67RM, PT6A-67T, PT6A-68, PT6A-68B, PT6A-68C, PT6A-68D, PT6A-68T, PT6E-67XP, and PT6E-66XT engines. The MCAI states that there has been a recent in-service report of a PT2 blade failure on a model PT6A-67 engine and two reports of PT2 blade failures during testing at the manufacturer’s facility. The PT2 blade failures were contained. The manufacturer is investigating the root cause of the PT2 blade failures, but the preliminary investigation determined that the affected power turbine modules contained PT2 blades with part number 3056693-01, which were newly manufactured from the same raw material.

In all cases, the PT2 blades had accumulated less than 25 hours air

time since new. Transport Canada Emergency AD CF-2024-05 specifies removal of the suspect blades prior to the next flight and prohibits installation of the suspect blades. Transport Canada Emergency AD CF-2024-05 states that the corrective actions are interim actions until the root cause investigation is completed.

This emergency AD is intended to prevent the failure of PT2 blades. This condition, if not addressed, could result in engine power loss or engine in-flight shut down, resulting in consequent emergency landing or reduced control of the airplane.

LInk to full ad is here:

Charles “Charlie” Foster III, 1937-2024

The obituary was published on Legacy.com by Brannen Family Funeral Services

Glennville Chapel on Feb. 14, 2024.

Charles Crisp Foster III, known to his friends and loved ones as Charlie, passed away on February 13, 2024, at his residence at the age of 86. He was born on June 16, 1937, in Rome, Georgia to Charles Crisp Foster, Jr and Rebecca McDonald Foster and grew up in Albany, Georgia.

After graduating from Albany High School in 1955, he proudly served in the United States Navy. His time

in the Navy instilled in him values of honor, discipline, and responsibility that he carried throughout his life.

Charlie pursued higher education at Georgia Southwestern College in Americus, Georgia and Norman Park College in Norman Park, Georgia. However, his true passion laid in the skies. He earned his private commercial instruments twin engine pilots license and agriculture aviation (crop-duster) pilots license. Charlie owned and operated his own crop dusting service in Unadilla, Georgia for a remarkable span of 25 years. His commitment to aviation extended beyond his individual success; he was a member of the Georgia Agriculture Aviation Association (GAAA) and was honored to be its oldest living member.

A man of unwavering warmth and compassion, Charlie possessed an open door policy to all who sought solace or support within his home. Many found comfort under his roof during times of need, secure in the knowledge that they would be welcome for as long as necessary. During his lifetime, Charlie passionately pursued various hobbies and interests that brought him immense joy. Among these were flying, music, traveling, and cherished moments spent with classmates and friends. He had many buddies and acquaintances in his lifetime. In addition to these pursuits, he took great pleasure in football, NASCAR racing events, and watching sports on television.

Michelle Miller

Why There’s No Such Thing As “Vegan”

For years, the vegan community has been a minority group of passionate individuals as vocal proponents of animal rights. And as with everything in life, it’s important to kindly respect people’s choices regarding decisions, beliefs, and passions. If someone chooses not to eat meat, that’s fine for them if that’s their choice. The beauty of choice is that every day, we get to dictate if our personal choices bring advantages or disadvantages (happiness or sadness) to ourselves.

Take religion, for example. One could argue that veganism does have religious type undertones. It is okay to have beliefs and passions, but some may also find the extremist views quite abrasive. People are free to worship God in their own way, but how does the general public feel towards “bible beaters” or extremists? As a former livestock farmer, feeling attacked by their extreme animal rights behaviors towards me was not uncommon. You name it, they’ve said it. They’ve wished cancer upon me and my family. They’ve wished death upon me. I’ve had thousands of hateful comments thrown my way over the years.

The good news is that the negative attacks are not very common. The other news? Sorry, vegans: there’s actually no such thing as “vegan.”

Vegetarians don’t eat meat. Okay. Vegans claim they don’t use any animal byproducts, either. But I’m sorry… that is just humanly impossible. Take this chart from Farm Credit, for example:

Yes, we get thousands of byproducts besides just meat. Leather and textiles, lotions and soaps, pet

food, musical instrument strings, sporting goods, lifesaving pharmaceuticals. It happens every day. Modern medicine and its ties to animal agriculture are something to celebrate.

Yep. Sorry. Your beer is not vegan.

Really, though, nothing is.

Take fresh produce, for example, or textiles like cotton. How do vegans know how it was technically even grown? There’s an excellent chance that the fertilizer used came from livestock manure or other fertilizers made with animal byproducts. Oh, and pollination? Bees. Yep, there’s also a good chance that the non-meat eater’s food was made by “slavery and exploitation” (their words, not mine) of our furry, buzzing bee friends.

And let’s not forget all the animals that die to make all different types of foods and textiles. During harvest, rodents, snakes, mammals, insects, and more die to make food, cotton, etc. In the words of John Dutton from Yellowstone, “You kill everything on the ground and under it, you kill every snake, every frog, mouse, mole, worm, you kill them all. So I guess the only real question is, how cute does an animal have to be before you care if it dies to feed you?

It is pretty hypocritical. Humans eat animals. Animals eat humans. Animals eat animals, and the way it happens “in nature” is far more barbaric than would ever occur in animal agriculture. Life is not a Disney movie.

Think about the millions of sheep out there, and did

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you know that their wool is used in home insulation and carpet fibers? Methane digesters on larger-scale farms can trap methane, recycle it, and turn it into renewable energy and fuel. You’re probably not vegan if you live in a house or drive a vehicle.

Also, did you know animal agriculture only accounts for 4% of US GHG emissions? And it’s generally continuing to improve every year. Not only that, tons upon tons

of food waste that would otherwise end up in landfills is fed to livestock. How much worse would we be if all that food waste went to landfills? Livestock are the ultimate recyclers, turning everything into thousands of products we use daily.

Look around you, and it can be guaranteed that almost everything we come in contact with daily has somehow touched animal agriculture.

Ag Aviation Africa Awarded Contract for Six AT-802s to Tassili Travail Aérien

Ag Aviation Africa (AAA), the African Dealership for Air Tractor Inc., announced in February the successful bid and subsequent contract award to supply six cutting-edge Air Tractor aircraft to Tassili Travail Aérien (TTA).

AAA emerged as the preferred supplier following a rigorous selection process, underscoring the company’s unwavering dedication to excellence, innovative technology, and meeting clients’ unique needs. This significant contract reaffirms AAA’s position as a trusted partner in delivering advanced solutions in firefighting and agricultural aviation, vector control, mining, fuel logistics supply, oil and gas, and surveillance.

“We are honored to have been chosen by TTA for this pivotal project. This contract win reflects our team’s hard work, technical expertise, and the superior performance of Air Tractor aircraft,” remarked Graham Wells, AAA’s COO. “We eagerly anticipate collaborating closely with TTA to enhance their aerial firefighting capabilities.”

As part of AAA’s commitment to delivering exceptional value, comprehensive training and support packages will also be provided. The Ag Aviation Group comprises of Ag Aviation Africa (AAA), Ag Aviation Flight Academy (AAFA), and Ag Aviation Maintenance (AAM). AAFA is Africa’s officially approved Air Tractor training center; we associate with Flight Safety International for all PT6 engine training. We will offer tailored programs to meet the unique needs of TTA engineers and pilots, ensuring optimal fleet performance in the long term.

The selected Air Tractor AT802, equipped with powerful Pratt and Whitney PT6-67F engines, is renowned for its efficiency, versatility, and adaptability to various mission profiles, including firefighting, agricultural spraying, and critical operations. With a proven track record in optimizing productivity and operational efficiency, these aircraft will undoubtedly bolster TTA’s capabilities in addressing diverse challenges.

The offers: Adjustable 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 prop is in feather. FAA approved and now standard equipment on all factory Air Tractor 5, 6, 8, and 1002 fleet

www kawakaviation com - 541 385 5051

Air Tractor Inc, Olney, Texas – Henry Nel(AAA), Said Benazzouz(TTA), Jim Hirsch(ATI), Elsabé Carstens(AAA), Yacine Cheriaf(TTA), Anthony Fay(Insero), Mohamed Chanane(TTA)

On December 18th, 2023, AAA hosted three TTA representatives and delegates from the Algerian Civil Aviation Authorities for the initial inspection of two out of the six AT802s at Flytex in Seminole, USA. Following the successful inspection, the representatives visited the Air Tractor Factory in Olney, Texas, where they received a comprehensive tour and witnessed post-production installations.

In conclusion, Ag Aviation Africa looks forward to fostering a mutually beneficial relationship with TTA and Algeria. With a focus on excellence and innovation, we remain committed to delivering top-tier solutions and support to our valued partners. For more information about Ag Aviation Africa and our comprehensive offerings, please visit our websites: www. agaviationgroup.com for an overview of our services, www.agaviationafrica.com for dealership services tailored to the African region, and www.aafa.co.za for details about our flight academy and training programs. We invite you to explore our offerings and contact us to learn how we can support your aviation needs.

Large stock of overhauled/certified engine accessories for radial and turbine engines.

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PZL M-15 THE

“BELPHEGOR”

In 1971, The Soviet Union set out to create an aircraft that the world had never seen before. Confident from the success of previous aircraft designs, the Soviet’s began development on an aircraft that would become and still remains today, the only jet engine powered agricultural aircraft.

The PZL M-15 was an unconventional aircraft, from its somewhat bizarre appearance to its performance and eventual cancellation after being the only jet turbinepowered crop duster aircraft ever to be manufactured. Designed by Polish aircraft manufacturer WSK PZL Mielec, the M-15 was developed in the early 1970s as the Soviet Union began the search to replace the widely-used single-engine Antonov An-2, specifically for aerial application. The Soviets aimed for a more modern aircraft suitable for their extensive collection of stateowned agriculture.

In 1971, representatives from the Soviet Union engaged with WSK PZL-Mielec, articulating their desire for this new aircraft. Having already produced the agricultural Antonov An-2R under license, WSK PZL-Mielec was wellversed in the design of agricultural aircraft.

Recognizing the value of retaining the successful An-2 characteristics, lead engineers Kazimierz Gocyła and Riamir Izmailov embarked on the design process. Eager to showcase superiority over the West, the Soviets mandated incorporating the latest technology and a jet engine. The engineers persevered despite the challenges of integrating a jet engine into a crop duster designed for low speeds.

They selected the Ivchenko-Progress AI-25 turbofan to include in the design and manufacture of the M-15, the same engine used in the Yakovlev Yak-40 trijet. The M-15 conducted its maiden flight on May 30, 1973, followed by a second prototype eight months later, and the subsequent years involved rigorous testing and constant criticism from the aviation industry for not matching the An-2’s agricultural capabilities.

Photo courtesy of Russian Federal Archives

Photo courtesy of Russian Federal Archives

Photo Courtesy of Alan Wilson

Photo Courtesy of Russian Federal Archives

The M-15 debuted at the Paris Air Show in 1976, earning the nickname “Belphegor” due to its peculiar appearance and noisy engine, the name referencing the mythical Christian demon Belphegor, known for aiding discoveries.

In the same year, production began in anticipation of selling up to 3,000 units to the Soviet Union. However, the M-15’s incorporation of a jet engine increased production costs compared to the An-2. It also proved more expensive to operate, heavier, with half the range of its predecessor.

The nature of agricultural work demanded additional maintenance due to rural airstrip operations. Moreover,

An-2 pilots required specialized training to transition to the M-15, complicating the shift between aircraft.

Despite being available for export, the M-15 was exclusively utilized within the USSR, with production ceasing abruptly in 1981 after only 175 aircraft were built. The M-15 failed to replace the An-2, as the older aircraft remained more suitable for aerial application. By the mid-1990s, only a few M-15s were operational, reflecting the aircraft’s unpopularity and unsuitability for its intended purpose. Nevertheless, the M-15 is still the only jet-powered crop duster today and remains the world’s only jet-powered biplane, earning the title of the slowest mass-produced jet.

Photo courtesy of Varga Atilla via Wiki Commons

Photo courtesy of Varga Atilla

Is it a 660, 710 or 775-Gallon Machine?

by Bill Lavender

It’s not your daddy’s Thrush, nor the one you’re flying today for that matter. It is a better Thrush in many ways, the new Thrush 660. The brochure designates this aircraft as such, although the 660 can grow to 775 gallons with the Hatfield fire bombing gate.

What a great performer and thrill to fly is Thrush Aircraft, Inc.’s new Thrush 660. Powered by a PT6A-67 engine derated to 1,300 shp (normally rated at 1,350 shp), this aircraft will leap off the ground and accelerate its way to the field to be sprayed, or fire to be extinguished. I’d like to thank Farmers Aerial Seeding Corporation in Stuttgart, Arkansas for allowing me to fly N204PE. The PE obviously represents chief pilot, Phil Eichler’s initials. Farmers Aerial Seeding is a farmer-owned and operated cooperative. Ten years ago they bought two 510 Thrush. They traded one of them with Thrush dealer, Dick Reade at MidContinent Aircraft Corp. for the new 660. At the time of my evaluation flight, the January weather was nice, about 60°F. However, due to it being winter, there was no water supply available for filling the hopper. However, there are no doubts, this aircraft can easily carry any load that’ll fit in its hopper and under any conditions. Nothing takes the place of horsepower, especially when it is mounted to a magnificent steed like the 660. By derating the engine, there’s an extra 50 shp that you’ll probably never need, but working at a high altitude and/or during a hot day, the horsepower is available.

When I went for my joy ride, oops, I mean evaluation flight of the 660, I used about 25 pounds of torque and 1,500 rpm. Rpm is limited to 1,700. Many pilots use 1,600 rpm,

but I found with the empty hopper the aircraft felt better with the prop set at 1,500 rpm. With torque settings of 35 pounds and 1,500 rpm the fuel burn was 80 gallons an hour and I was zipping along at 175 mph. Thirty pounds of torque slowed to only 155 mph, while I worked it at 150 mph and 25 pounds of torque and 1,500 rpm. The red line on the torque is way up there at 48.03. To figure the amount of horsepower I was using, simply multiply the torque by the rpm and divide by 62.79.

After departure from ABY, I flew about five miles west to find a field to simulate spraying. En route I climbed to about 2,000 feet for a few stalls. Not unlike a heavy Cub, the 660 has a gentle stall, stalling at 72 mph without power. The airspeed gauge is marked for a stall at 90 mph, but this would be at gross weight. Plan on the 70-something mph stall for a normal, empty hopper landing.

Very comfortable with the 25 pounds and 1,500 rpm set up (597 shp), I found my ideal spray field with long westeast runs on the south side and short east-west runs on the north side. I fell into the long runs first at 150 mph, burning 75 gallons of fuel an hour. Flying the aircraft was a piece of cake: very, very stable and easy to handle. I played with the flaps in the turns, but I could not see any real advantage to using them.

Next came the standard race track turns flying west to east in the long runs, winging over to the short runs on the north end flying back westward. The 660 is ideal for race tracking. You can lay it over, pull back and just point it where you want to go. I flew a squeeze pattern to see

Proudly

how tight the 660 would turn. Cheating, I added power to pull tighter, but that only upped my airspeed across the field. At 90 mph the 660 stall horn would go off just as the stick would shake hands, warning enough was enough.

Popping up, adding power, and pointing back toward ABY, I visualized the 660 was on a firefighting mission. The airspeed jumped easily to 175 mph with only 35 pounds of torque and 1,500 rpm. There was plenty more horsepower remaining for more airspeed, if needed. The red line on the airspeed indicator is 220 mph! I didn’t go there.

With the larger vertical stabilizer and rudder, landing the 660 is easy. If an ag-plane handles well on an asphalt runway with a locking tailwheel, it is assured to handle even better on a grass strip. I had no problem with visibility. Pulling the power back from the ferry speed setting immediately slowed the aircraft and I found myself pointed toward the runway.

I’d recommend not pulling the power all the way back to flight idle unless the runway was made. Whatever you see off the end of the nose is where you are going, more or less. I set up for landing at about 80 mph with full flaps. The 660 will land slower. And, of course, there’s that wonderful reversing prop to really bring it to a short landing with a very quick stop. I flew the 660 on a cool day, empty, with 228 gallons of fuel and spray gear.

gallons. It has a certified landing weight of 12,500 pounds that makes it a great fuel hauler and also reassures other type operators it can handle returning home, if needed, with a large portion of its load still in tack.

Of course it handled well. However, anyone who flies this aircraft will quickly note it has the capabil-ity to work at high altitudes and under hot conditions. There was plenty of excess horsepower that went unused during my flight. The aircraft is certified for a maxi mum takeoff weight of 14,150 pounds. No matter how you load the 660, with eight-pound mate-rial (like water), you can’t over load the certified weight. Empty, the 660 weighs 6,300 pounds. Add another 1368 pounds for fuel and 200 pounds for the pilot and an estimated 150 pounds for the spray gear and you are up to about 8,000 pounds. Subtract this from the certified gross weight of 14,150 pounds and you have a useful hopper load of 768 gallons of water, or over 600 gallons of fire retardant (at 10 pounds per gallon). Depending on the fuel load, the 660 probably can’t be overloaded, except under the most adverse conditions. Cutting the fuel load in half would allow for another 650+ pounds of fire retardant or water. Now you would have more load carrying capability than hopper capacity, unless you installed the Hatfield gate and “grew” the 660 to 775 gallons.

The 660 is sturdily built for years of service. It has a spar life of 26,625 hours, no worries there. Optional fuel capacity can be added, raising the fuel capacity to 346

As advertised in the brochure, the 660 can takeoff at 12,500-pound gross weight on a standard day in 1,500 feet. On that same day, it can land (as usually landed, empty) in 600 feet. The climb out at 10,500 pounds is 1,250 fpm, while at 12,500 pounds it is 1,025 fpm. There is nothing slouchy or sloppy with that performance. I believe it.

If you think the –67 engine is too much power (you can never have too much horsepower), then the –60 with its 1055 shp is available, along with the –65 as well.

With a new rudder and vertical stabilizer, the 660 is easier than every to handle. The new cockpit forward lines improve the looks and visibility. With no airworthy directives on the wings, there is no scheduled down time for wing repairs. Redesigned engine exhaust stacks respond to operators’ concerns about smut building up on the right side of the aircraft. Dry applications are improved with vanes directing the flow of air into the spreader, a 660 owner’s idea. Operator comments are considered, and often implemented. Thrush Aircraft, Inc. is listening and in the process is building one fine ag-plane.

For

For

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PHONE:

FAX: +1 (503) 492-2756

EMA

NTSB REPORTS

Accident Synopses

Accident Number: CEN23LA197

Location: Gueydan, Louisiana

Date: May 22, 2023

Aircraft: GULFSTREAM-SCHWEIZER A/C CORP GULFSTREAM AM G-164B (A1); GULFSTREAM-SCHWEIZER A/C CORP GULFSTREAM AM G- 164D (A2)

Injuries: None (A1); None (A2)

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

The pilot of the departing airplane reported that after loading, he positioned his airplane on the runway and began his takeoff roll. Meanwhile, the pilot of the landing airplane touched down in the opposite direction of the departing airplane. The pilot of the landing airplane reported that while he was slowing down on the landing roll, he looked over his airplane’s hopper and noticed the departing airplane rolling toward him. The pilot of the landing airplane attempted to veer out of the way of the departing airplane but was unsuccessful. The left wing of the landing airplane struck the left wing of the departing airplane. The landing airplane sustained substantial damage to both left wings, the fuselage, the horizontal stabilizer, and the elevator.

The departing airplane sustained substantial damage to all four wings and the fuselage. Both pilots reported that there were no preimpact mechanical failures or malfunctions with the airplanes that would have precluded normal operation. Both pilots reported that neither made a radio call announcing their intentions.

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

Accident Number: CEN23LA202

Location: Wright, Louisiana

Date: May 25, 2023

Aircraft: GRUMMAN ACFT ENG CORSCHWEIZER G-164B

Injuries: None

The pilot reported that before his 12th aerial application flight of the day, the airplane was overloaded with fertilizer due to faulty

ground loading equipment. Knowing the airplane was overloaded the pilot decided to dump some of the fertilizer over the grass strip during takeoff.

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

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

No Title 14 Code of Federal Regulations Part 137 certificate was found for the operator and there was no record of a knowledge and skill test for the pilot as required by 14CFR 137.19.

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

Accident Number: CEN23LA212

Location: Light, Arkansas

Date: May 29, 2023

Aircraft: GRUMMAN ACFT ENG CORSCHWEIZER G-164B

Injuries: Minor

The pilot reported that on departure, the airplane settled to the ground and struck a levee. The airplane came to rest upside down in a field about 100 feet from the point of impact. The airplane sustained substantial damage to the wings, fuselage, horizontal stabilizer, and vertical stabilizer.

The pilot reported that there were no preaccident mechanical malfunctions or failures with the airplane that would have precluded normal operation.

The accident occurred shortly after takeoff from a private turf/ dirt strip used only for agricultural operations. The pilot reported that the airplane was about 320 pounds below its maximum gross weight of 6,070 lbs., that the density altitude at the time of the accident was about 2,000 feet msl, and that he turned “a little premature” after taking off with a full load of fertilizer.

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

Accident Number: CEN23LA244

Location: Sturgis, South Dakota

Date: June 18, 2023

Aircraft: AIR TRACTOR INC AT-502

Injuries: None

The pilot reported he departed in the airplane with about 660 lbs of fuel and about 3,500 lbs of liquid chemical for application to a pasture. After arriving at the pasture, the chemical dispersal system was malfunctioning, and the pilot decided to return to the airport. During the landing to the first quarter of the runway, the airplane was about 125 mph, with “half flap” applied, and the tailwheel was locked. As the tailwheel touched down on the dry concrete runway, the pilot initiated beta mode with the propeller, and the airplane “started veering to the right.” The pilot assessed that he “reversed the propeller too aggressively and too soon.” The airplane departed the runway to the right, the left main landing gear separated after impacting a ditch, and the airplane came to rest upright on a grass field. The pilot was able to egress from the airplane without further incident. The airplane sustained substantial damage to the fuselage and the left wing.

The operator reported there were no preimpact mechanical malfunctions or failures with the airframe or the engine that would have precluded normal operation.

A postaccident examination of the chemical dispersal system found foreign object debris that was likely blocking the flow of the chemical. Title 14 Code of Federal Regulations Part 137 Agricultural Aircraft Operations does not contain full load landing training and recurrency requirements.

The pilot reported the last time he performed a full load landing was about 2 years prior. The estimated density altitude for the airport was 6,101 ft.

Probable Cause and Findings — The National Transportation Safety Board determines the probable cause(s) of this accident to be: The pilot’s improper timing to initiate beta mode with the propeller and his failure to maintain directional during the full load landing that resulted in a runway excursion. Contributing to the accident was the pilot’s lack of recent experience with performing a full load landing and the high-density altitude that likely affected aircraft performance during the landing.

Aircraft - Ag Cat

Relisting! The sale fell through. 1989

Super B Fat Cat, super 6 engine, 500 gallon, 11,166 TT, 1189 since hot, 188 IRAN, hydraulic spray system, air conditioning and heat, wing extensions, servos, night lights, E/I digital gauges. $200K.

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Export Special: G164A+, Fresh AmAg repair w/factory-jigged frameworks, New 335-Hopper, Ext’d/Metal Wings, 80-fuel, 24V w/Strobes, E-Servo, TWL, Hybrid Combo. Ready for 1000 hr. service-run. Your certified R985/R1340 E&P installed. $85K includes CofAW4 Export flyaway, $90K in your container.

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QueenCat In Progress - S/N 566B

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Aircraft - Air Tractor

2023 AT-502XP available NOW! Many options, including radio package factory installed.

Call Rick or Greg: 800-441-2964 @ Southeastern Aerial Crop Service

2017 AT-802A, P/W PT6-65AG, Est. 4600 hours, Recent significant engine work (logs on request) Vondran Hydraulic gate, Wingman, Smoker, Factory air and heat, Lane brake, 302 fuel with Hatfield system, CP-11

2013 AT-402B, TTAE 4687, PT6-15, TTSOH 4687, TTSHOT 1229, Hartzell 3-blade, TTProp 4687, Prop Time Since Overhaul 596, BantumGPS with IntelliFlow Gen2, PAR200B Comm, GTX-327 Transponder, ADS-B out, Hatfield Single Point, Reabe Hopper Gauge, Storm Cutters, Storm Shield, Fast Start, Dynon D3 EFIS Synthetic Vision, Fresh Annual, New A/C Compressor and A/C Flush, Midlife FCU inspection. $675,000. Call Wes: 515-961-4026

1996 AT-401W, TTAF 4200, TTSEOH 624, TTSPOH 590, Cascade conversion. All AD’s abd SB’s completed on airframe and engine. Eddy Current inspection completed on airframe. Replaced both main gear legs. Replaced both main wheels, tire and tubes. Replaced main bearing brakes and brake lines. Replaced flap torque tube and bearings. Replaced rudder cables, pulleys and interconnects. Overhauled tailwheel, mostly all new parts. Replaced seat belts. Replaced wing spar blocks. Overhauled wing spar center section and certified to 8000hrs. Many more parts have been replaced to comply with ad’s / sb’s and inspections. New booms. New CP 11 flat fan with swivels. SATLOC Bantam with Intelliflow. Bottom load fuel. 2” bottom load. Vortex generators. Walter M601-E11, 624 hrs ( 3000 hr TBO). Freshly overhauled FCU. AD compliant. $425,000 USD OBO.

Call Ryan: 403-901-8979 or rseeley170@gmail.com

2004 AT-802A, PT-67AG, TTAE 9606, TSHS 700, 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, 10,000 hrs left on wings, over $600k into it in last 3 years. $1,100,000.

Call: 605-924-6891

2016 AT-602, 3400 TTAE, Wingman and Spreader, Storm Cutters, and Reabe glass top. Comes with fresh hot and extensive annual. $850,000.

Call Aaron: 870-253-8242

1989 AT-502 - 502-050 - 34AG Hobbs 8766, TT 16,395, HSI@8536, overhauled FCU @8427, prop overhauled @6922. Wings due @17,821. Annual due 1-31-24. G4 with flow control, Air Repair Hydraulic Gate. Hydraulic spray valve, flaps, and wingman. New batteries 8-18-23. Kawak throttle quadrant, VG’s, A/C, pulsating wing lights, new T Boom 8-1-23. Comm radio, ADSB. $225,000 OBO.

Text or call Brandon @ 662-9024688 or TJ @ 662-836-7347

2013 AT-502B, TTAF 2090.8, P&W -34 TTE 2090.8 TT Since Hot Section 200, Hartzell Propeller HC-B3TN-3D TTProp 2090.8 Prop Time Since Overhaul 200. Platinum AgNav. 2090.8 TTAF. Recent Prop Overhaul and HSI. No Damage History. Annual completed October 2023. VHF Com, Garmin 695, GTX 327, FM Radio, Stereo, Audio Panel. Hatfield Fuel. Kawak Throttle Quadrant with Powerstop. Storm Wire Cutters. Always Hangared. Owned Since New. All Logs since New. $950K.

Call Shawn: 306-472-7704

1991 AT-401, TTAF 3162.5, P&W R1340, TTE 934.5, Hamilton Standard 3 Blade - 23D40-51, TTProp 507. Very low hours, well maintained, G4 Satloc Bantam, CP11 nozzles, Reabe Hopper Gauge, Vortex Generators, Garmen Comm, Smoker. $225,000.

Call Reed at 403-793-0949

1986 AT-301, C-GAXT, S/N 301-0651, TTAF 6715.8, TTE SMOH

807.2, P&W 1340-S3H1, Hamilton

Standard 22D40 TTSO 456 Due 12 May 2025. AT-401 Gear and Wheels.

Dyna Nav AirAG Guidance, Smoker, CP-03 nozzles. Annual due 30 June

2022. $98,000 USD O.B.O.

Call Parkland Aerial Applicators, Manitoba, Canada: (204) 647-2731

2022 T860 Air Tractor 802A/F Type

III Air Tanker Year of Manufacture –

2022 Serial Number – 0956 70.7 hours TT Engine - PT6A-67F with the Wipaire 1600hp STC Float Fittings

Pratt & Whitney FAST Program Engine

Monitoring MVP-50 Engine Analyzer

Compro Smoke Generator Hatfield

Single Point Refueling System - OAS

Carded for Hot Refueling Storm Cutters Wire Strike Protection System – wire cutters on landing gear Air Tractor

Upgraded Windshields – higher impact resistant Manual FCU override controls

Retardant Hopper Capacity 830 gal.

Type 3 Hydromax Gate & Controller

380 gal Fuel Vortex Generators

AM SAFE Seatbelt/Airbag restraint system Aspen MFD’s with Synthetic Vision – glass panel with ADSB - In & Out AgLaser – Laser Altimeter Radio

GPS Package- 1 x Technisonic TDFM

136B 1 x Garmin VHF 1 x Garmin

796 AREA GPS with XM satellite 1x Garmin 345 ADS-B In & Out Traffic Alert System 1x Garmin 635 GPS/VHF

COM Spidertracks Automatic Flight

Following System. $2,900,000. Call Chris: 970-370-3267

New AT-504, PT6A-34AG, Available in May, MVP50, radios, S.P. Fuel.

Call Farm Air: 877-715-8476

March Delivery! New AT-802A, PT6A65AG, 308 fuel, MVP50, Kawak, radios, Falcon/FlowControl.

Call Farm Air: 877-715-8476

2009 AT-502BT: TTAE & Propell

4200, Clean northern airplane its whole life, Bantom with G4 screen, Reebe Gauge included but not yet installed, Load Hawg, Spreader, Comm and bluetooth audio panel (no ADSB), Storm Cutters, Single point fuel, 210 gal fuel, Turn glass on top of canopy, Owned since 200hrs. $710,000.

Call Chad: 515-320-3238

2004 AT-602, Aircraft has Air Repair hydraulic gate, G4 GPS, Reabe hopper gauge, new Intelliflow 3 in flow control, new batteries, overhauled starter generator, new tires & brakes.

Engine power section overhauled at 7938.3 hrs, fresh hot section, 1st stage PT blades replaced at 5792.6 hrs, PT stator replaced at 6292 hrs, CT blades replaced & guide vane overhauled at 7788.8 hrs. Overhauled prop w/new blades due to prop strike. Landing gear replaced at 5792.6 hrs. $700k.

Call: +1 (530) 570-9412

1994 AT-401, Cascade Turbine

Conversion M601E-11 AFTT: 4,690.6

hrs Engine TT: 193.6 hrs Overhauled by GE May 2023. Propeller: 193.6 hrs

Wing Spar Modification completed March 2019 at 4,201.3 hrs AFTT 170

US Gallon fuel with Turbine Conversion Single Point Fuel System AgNav

Platinum Guidance and Flow Control

ReaBee Hopper Qty System 2 sets of booms ASC-A10 Atomizers and CP09-3P. $575K.

Call: 306-786-3345

1989 AT-401, Cascade Turbine

Conversion M601E-11 AFTT: 8,662.0

hrs Engine TT: 1,910.4 hrs shop revision completed by GE May 2023 all ADs and SBs complied with. Propeller: 1,881.5 hrs. Wing Spar Replaced December 2017 at 7,642.9 hrs AFTT. Gear Legs replaced in 2014 at 7,025.7 hrs IAW Air Tractor SL. 170 US Gallon fuel with Turbine Conversion Single Point Fuel System AgNav Platinum Guidance and Flow Control ReaBee Hopper Qty System 2 sets of booms ASC-A10 and CP09-3P. $475K.

Call: 306-786-3345

Call Brandon: 318-303-3147

2011 AT-502B, PT6-34AG, TTSN 7192, TTAE 7192, Hartzell HCB3TN-30, TT Prop 7192, TT Since Overhaul 515, Satloc, Fresh Annual, One Owner. $512K.

2010 AT-802A, N354FS, PT6A67AG, 7298 TTAF/E, Satloc G4 w/ Flow, Becker comm radio, Vondran 10-inch gate, flashing LED lights on nose and LED nav lights, MVP, load hawg. 390 SPOH with New Blades, 390 Since Starter Generator OH, 390 Since Bleed Valve OH, 1300 Since FCU OH, 1300 Since new landing gear, 0 since CT blades with warranty, 0 since PT blades with warranty. Hot Section/power section currently removed for inspection and blade replacement. CT at EOS Miami. PT at Covington Aircraft Engines. Currently in annual with several new components including: New Tires/ rotors and brakes, New flap torque tube, New Amsafe seat belt, New rudder trim tab, New elevator trim tab, New mup fuel sensor, Plus painting tail spring, and general other annual maintenance. $1,100,000.

Call Allen: 979-243-4114

1996 AT-502B, N196PK, S/N 502B-0364, TTAF 12,418.0, P&W PT6A-34AG, TTE 12,418.0, TS HSI 662.5, Hartzell Propeller 5413.3 hrs. Equipped with: VG’s, Spreader, GPS Bantam, Intelliflow, Load Hawg, Bottom Fuel, Lights, Heat/Air Conditioner, Smoker Lane Electric Brake, MVP-50T Glass Panel, Weath Aero Fan, AMSafe Seat Belts. Wing spars replaced 1/18/11, 7798.2 TTA, 9800.0 hrs. life limit, 5180.1-time remailing, Annual 10/3/23 by Ag Air Aircraft.

Call Danny at Mid-Continent: 800325-0885

1989 AT-502, TTAF 14,000

PT6A-34AG TTE 17,000, Hartzell HC-B3 Prop TT 1600, Compressor I.R.A.N 2014. Changed exhaust duct, Gas Gen Case, New CT Blades in 2017. Installed O/H FCU in August 2023. Fresh annual inspection. Radio Box Garmin 345 audio panel, ADS-B. Intellistar. $310,000.

Contact: 520-254-1007 or 520-3843077

New 2024 AT-802A’s for Spring/ Summer 2024.

Call Dave Portage Aircraft Specialties: 1-204-870-2828 or email sales@ portageaircraft.ca

New and used 502XP’s available for Spring 2024.

Call Dave Portage Aircraft Specialties: 1-204-870-2828 or email sales@ portageaircraft.ca

1998 AT-402B -34AG, 7618hrs TT airframe; 484hrs since hot section, willing to do pending sale. Hartzell 3-bladed prop 784hrs since OH. Brand new spars and fresh annual. SATLOC M3 with booms, pump, and electric brake. $675.

Call: +1 (979) 543-5272

Available spring of 2024 - AT-502XP. Call Southeastern Aircraft Sales for details: 772-461-8924

Available spring of 2024 - AT-802A -67AG.

Call Southeastern Aircraft Sales for details: 772-461-8924

1999 AT-602, TTAF 11K, PT6A65AG, 8886 TTSN, Covington upgrades, FCU 0-since overhaul, new PT blades, new engine mount, fresh spars, 216 fuel, S.P. fuel, Falcon GPS/ IF3 flow, wingman, 7 ½” gate, com radio, AM Safe harness, new gear legs, more.

2009 AT-402B, N422RD, PT6A34AG, Cascade Inlet, Smoker, Right-hand boom shutoff, Night work lights, Stainless spray system, AFTT and ETT is 30hrs. $1,200,000. Call: Neal Aircraft at 806-828-5892

2015 AT-502B, TTAE 3,940 hrs, P&W-34AG - Includes Reabe hopper gauge, smoker, factory air-conditioning, and ram air induction. OPTIONS: Lane electric pump brake & fan, Satloc G4 w/ Intelliflow, Shadin fuel flow monitor, Vortex Generators, cockpit Heater, LED nose mounted pulse/taxi lights, Storm Cutters. AVIONICS - Garmin GMA 345 audio panel (Bluetooth), Garmin GTR 225 comm radio, Garmin GTX 335 transponder (ADS-B out), ANR helmet/ headset power port. ENGINE: 363 hrs SHSI, 363 hrs SMOH FCU, 363 hrs SMOH prop governor. Aircraft current total time, 3940 hours both airframe and engine since new. Aircraft is in excellent condition throughout, with all maintenance records up to date and AD’s complied with. See spec sheet for details. $745K.

Call Clyde: 956-202-2094

2020 AT-802A, N8043F, TT 2,000Optional Equipment: 308 Gallon Fuel, Elec. Brake Gr. Adj, Smoker, G4 w/ Flowcontrol, 5” Air Repair Hydraulic Gate, Stainless Steel Cam Locks, Fast Start, Storm Cutters, Wingman & Single Point Fuel, Fresh HSI and Annual.

Call for price: +1 (870) 295-6213

2015 AT-502B, N3081V, TT 2,800, Hobbs 2,725, Optional Equipment: Stainless Steel Cam Locks, Wingman, Bantam w/Flowcontrol, Smoker, Electric Brake Gr. Adj., & Hatfield Single Point Fuel, Fresh HSI & Annual. Call for price: +1 (870) 295-6213

Wanted: AT 400, 500 & 600 Series Aircraft. Looking for all models of Air Tractor 400, 500 & 600 series aircraft to purchase. The newer, the better but will consider 2006 and newer. Call 616-837-9428

1986 AT-301 Airframe Only - Parting Out, Approximately 5700 TTSN. NO ENGINE. AT-301: Wings, Tail Feathers, Airframe, Firewall Foreword Less Engine/Prop, Gauges, Gear leg, Hopper, STD Gate Box, Booms, Boom Hangars, Pump, Valve & Plumbing, etc., Flaps, and Ailerons.

Call Farm Air: 877-715-8476

1981 AT-301, N2367C, S/N: 3010412, TTAF: 15734.8, Tach: 1220.5, Wings: New spars installed by Air Tractor Certified Repair Station (Zero time), Paint: 8 yrs. P&W R-1340S3H1-G, S/N: ZP-104037, TTE: 10353.8, SMOH: 128.8, Propeller: 3 Bladed, Hydromatic Propeller, Manufacturer: Hamilton Standard, Model: 23D40-311, TT: 1220.5, TSOH: 128.8, Miscellaneous, SATLOC M3, Smoker, Night Work Lights.

Call Neal Aircraft: 806-828-5892

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

Air Tractor AT-502XP. Almost new 502XP, 437 hrs total time. Garmin comm and transponder with ADSB out. Turbine Conversions center point fuel. AgPilotX with flow control. Wingman, Storm cutters. Owner-flown and dealermaintained.

Call: 979-541-7864

Aircraft - Cessna

1968 Cessna 300 HP Ag-Wagon, Only 7075 TTSN, 1174 SFREMan in 2009, IO 520, 1350 on New PROP, Lite Star GPS, STOL Kit, Airfoil Booms w /CP nozzles, Crop Hawk 4100, Dual bottom loads, Weath Aero Fan, Fresh Annual. $13000 spent with cables. Ready to make money. Awesome flying airplane. $74,900.

Call Jacob: 605-661-7525 or 605661-7525

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: 850-336-0554

Call Neal Aircraft: 806-828-5892

Cessna 185, N185HR, Model: A185F, TTAE: 475 original hours. Comes with fresh annual. Make offer. Located in Springfield, Colorado. $575K.

1976 Cessna A188B AgTruck for Sale.

N4881Q Clean Midwest Aircraft!! Complete log books and history; AD’s Current all up to date; Fresh Annual as of 6/2022 Always Hangared and well maintained. AFTT: 8648.0 hours | PropTT: 1802.6 hours w/ 787.8 since prop overhaul | EngTT: 1194.0 hours on Remanufactured engine | Excellent Compressions Engine: IO-550-D | Fuel: 52-gal Fuel Usable | Fuel Burn: 15gpa | Hopper Size: 220 Gal | Cruise speed: 120 mph | VG kit installed for better STOL capabilities. The Aircraft interior and exterior are in great condition. Additional Photos available. Spray Equipment: Satloc II, Automatic flagman, Lightbar $135,000. Call: 701-567-2069

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. $125,000.

Text Aaron Peterson: 870-253-8242 or email aaron@advantageagair.us

1975 Cessna A188B Ag Wagon, TTAF 7410, Continental IO520 TTE 1400, Prop TT 650. Well cared for and maintained Midwest aircraft. Robertson STOL, M3 with 2” flow control, super booms, CP 11 nozzles, winglets, 3 position strobes, full and complete logs. $130,000.

Call: 402-640-9771

2 Cessna T-188C Ag Husky’s for sale: Aircraft 1 - 1980 Cessna T-188C Ag Husky, AFTT 6914.3, TSIO-520 SMOH-1196, Prop TSO 475. Aircraft 2 - 1979 Cessna T-188C Ag Husky, AFTT 8784.6, TSIO-520 SMOH-633.5, Prop TSN 1560.8 Both planes are equipped with Electronics International EGT/CHT, Ag Pilot X GPS, Stainless Steel Boom, CP-03 nozzles, clean planes ready to work, and Fresh annual February 2024. $90,000 each or $170,000 for both.

Call Colton Adcock: 918-652-5382

Aircraft - Piper

1974 Piper Brave PA-36 400 IO-720 (400 HP) 3975 TT, 1875 SMOH

$70,000 or reasonable offer. Wing Spar AD Complete, Satloc Litestar III, Dyna Nav Flow Control, Superbooms with Davidon Rotary Atomizers. Spec Sheet for additional details.

Call Chad Hanson: 701-400-1113

1975 Piper Brave N410RM with the Johnston 400 engine conversion and wing leading edge cuffs. IO-720A1B with 828 hrs since overhaul. Wings and center section have 2042 hrs remaining. Lane brake and fan, stainless spray plumbing, Davidon nozzles. Manual RH boom shutoff. Dynanav digital pressure gauge. Satloc Bantam GPS with G4 screen. AV30C digital attitude gyro. EDM930 engine monitor. Garmin GTR 225 comm radio and PS Engineering bluetooth audio panel. $145,000.

Call Bruce: 712-567-9000

Brand new 2022 Laviasa PA-25-235 Puelche. Ready to ship or fly. SMOH 0.0 hrs. TT 0.0 hrs. Lycoming O-540B2C5. 1A200/FA8452 prop. 180 gallons hopper and complete spray system. 53 gallons center fuel tank. Call: +54 (346) 246-3488

1982 Piper Super Cub. Lowest time Piper built Cub on the planet, 650 hours TTSN, 0 SMOH, Stits Fabric, beautiful paint, Com Radio, L3 Lynx transponder with ADSB in-out with touchscreen weather, traffic.

Call Clyde: 956-202-2094

Thrush

1977 Thrush S2R Radial, TTAF 7500, Engine: P&W 1340-2, 384 SMOH, Prop: 23D40/384 hr., Spring Tail Wheel, 20 inch main wheels, LightStar 5 GPS, 2-12V Dry cell battery, Full retractable lights and turn lights on tips. $50,000 OBO. Call 760-996-2032

1975 Thrush with Garret -10. 500 gallon hopper. Engine total time since new 5038.7, airframe 9910.9. TSCAM 593.9; TSGBI 593.9;TSHSI 593.9; PTSN 593.9 160hrs. since New lower spar caps and upper spar car extensions. Winglets, Vortex generators, AgNav GPS. CP 11 nozzles. Annual due July 2024. Located in central Nebraska.

1997 Thrush S2R-G10, 7,138 TTAF, 9737 TTE, CK-41, 931 OH Prop w/ new blades, 1,198 TSGBI, 226 HOT by TAE, wing tips, VG’s, Kawak hydraulic, A/C, pump, spray valve. CP-11’s, com radio, Auto Cal II, Satloc G4, four battery conversion, fast start, hopper gauge, Hatfield single point fuel, new windows. Clean Aircraft. Call: 920-849-2199 or email countrysideaviation@gmail.com.

1977 Turbine Thrush - Cascade conversion M601E-11 AFTT 6,038 TSMOH 1,400, SB& AD’s completed 08/2023 prop 0 since overhaul 2023, Fuel 192 gal, Hatfield fuel loading system. Air conditioning, GPS Satloc G4 with Intelliflow, Reabe hopper gauge, two sets of booms with atomizers, annual with or without sale. $570,000.

Call Roland Jenson: 306-860-8172

2023 510P with 115 total time. Equipment: Smoker, Leading Edge lights, Micro VGs, Falcon GPS, Intelliflow, Sideload fuel, Garmin GTX 327, Garmin GMA 340, Garmin GTR 225.

Call Danny @ Mid-Continent: 800325-0885

1974 Rockwell International S-2R for Sale. N4224X Fabric Tail

Feathers!!Complete log books and history; Last Annual: 6/2022 Always Hangared

AFTT: 10,527.1hrs | PropTT: 4935.9 hrs | EngTT: 2287hrs TS: 742 TTO: 43 TC: 1685 FC:2207 | Spar AD: 2,421.1hr left | Engine AD: Due

Engine: Walters M601E11 |

Fuel: 192-gal Fuel Capacity | Fuel Burn: 50 gpa | Horsepower: 600hp Tank size: 500Gal | Cruise speed: 125 mph | VG kit installed for better STOL capabilities

The Aircraft interior and exterior are in good condition. Additional Photos available.

Avionics: Satloc M3 Flow Control

Aircraft Extra Info: Single point Fuel, A/C, wing extension, Turtledeck. $180,000.

Call 701-567-2069

1979 S2R-T34-015, C-GMQC, Fuselage Configuration Dual Cockpit / 400 Gallon hopper, Airframe Hours 4558, Engine Serial Number

PT6-34AG PCE-56690, Engine TTSN 4506 hrs / 6067 cycles, Engine 4000 hr TSO 1736 hours- Covington, Engine

Time Since HSI 0 hours, Propeller HCB3TN-3C TSO 0 hours. Max Take-off weight TCCA LSTC - 9120 lbs, Basic Empty Weight 4597 lbs, Comm 1 Garmin SL40. Comm 2 Garmin SL40, Audio Panel Garmin GMA340, Attitude Indicator RCA2600-3-Digital Transponder / ADS-B L3 NGT-9000D SBAS, Navigation GPS Garmin Aera 796. Heading Indicator RCA15EKElectric, ME406 ELT 453-6603, Engine Instruments Analog - UMA Tri Gauge, Cascade Cowls complied with, Kawak Engine Controls complied with, Serv Aero Tailwheel Assy complied with, ATS Vortex Generators complied with, Tail Surfaces Fabric, Dual Batteries Gill Complied With Additional

Options: Servo Tabs, Cleveland Wheels and Brakes, SB-AG-34 Wing Attach Beef Up, SB-AG-23 Steel Reinforcement Web Doubler Kit SS2R-FF-002, AG-29 Big Butterfly and Lower Splice Plate Kit, Fresh Hot Section Inspection, Freshly Overhauled Propeller.

Call Paul: C-GMQC +1 (506) 6483534

1979 S2R-T34-014, C-GMQB, Fuselage Configuration Dual Cockpit / 400 Gallon hopper. Airframe Hours 4389, Engine Serial Number

PT6-34AG PCE-56683, Engine TTSN 4389 hrs / 6047 cycles, Engine 4000 hr TSO 1068 hours-Vector Aerospace, Engine Time Since HSI 643.3 hours, Propeller HCB3TN-3C TSO 532 hours, Max Take-off weight TCCA LSTC9120 lbs, Basic Empty Weight 4572 lbs, Comm 1 Garmin SL40, Comm 2 Garmin SL40, Audio Panel Garmin GMA340, Attitude Indicator RCA26003-Digital, Transponder / ADS-B L3 NGT-9000D SBAS, Navigation GPS Garmin Aera 796, Heading Indicator RCA15EK- Electric, ME406 ELT 453-6603, Engine Instruments Analog - UMA Tri Gauge, Cascade Cowls complied with, Kawak Engine Controls complied with, Serv Aero Tailwheel Assy complied with ATS Vortex Generators complied with, Tail Surfaces Fabric, Dual Batteries Gill Complied With, Additional Options: Servo Tabs, Cleveland Wheels and Brakes, SB-AG-34 Wing Attach Beef Up, SB-AG-23 Steel Reinforcement Web Doubler Kit SS2R-FF-002, AG-29, Big Butterfly and Lower Splice Plate Kit.

Call Paul: 506-654-6834

1979 S2R-T34-013Thrush, C-GMQA, Fuselage Configuration Dual Control Cockpit / 400 Gallon hopper. Airframe Hours 4765, Engine Serial Number

PT6-34AG PCE-56682, Engine TTSN 4765 hrs / 6980 cycles, Engine 4000 hr TSO 1345 hours- Vector Aerospace, Engine Time Since HSI 0 hours. Propeller HCB3TN-3C TSO 1338 hours, Max Take-off weight TCCA LSTC - 9120 lbs. Basic Empty Weight 4632 lbs, Comm 1 Garmin SL40, Comm 2 Garmin SL40, Audio Panel Garmin GMA340, Attitude Indicator RCA26003-Digital, Transponder / ADS-B L3 NGT-9000D SBAS. Navigation GPS Garmin Aera 796, Heading Indicator RCA1510-3 -Digital .ME406 ELT 453-6603, Engine Instruments Analog - UMA Tri Gauge, Cascade Cowls complied with Kawak Engine Controls

complied with, Serv Aero Tailwheel Assy complied with, ATS Vortex Generators complied with, Tail Surfaces Fabric, Dual Batteries

Concorde Complied With, Additional Options: Servo Tabs, Cleveland Wheels and Brakes, SB-AG-34 Wing Attach Beef Up, SB-AG-23 Steel Reinforcement Web Doubler Kit SS2R-FF-002, AG-29, Big Butterfly and Lower Splice Plate Kit, Fresh Hot Section Inspection.

Call Paul: 506-654-6834

1996 Ayres Corporation S2R-G6, S/N G6-144 N2239V, TT: 6314.6, TTE: 11,990, HSI: 2153, Prop TT: 2332, Factory Spars installed at TT: 5,202, Options include: SATLOC G4/ IntelliFlow, Smoker, AC and heater, VG.s, Winglets, Right boom shut-off, King 96 Comm, Hatfield SPF, Cool Start, SS Booms, CP-11 nozzles, AFS check valves, Agrinautics pump w/ electric brake, Shadin fuel flow, Landing light, Hopper rinse tank, Nav lights with strobes and four new batteries. Aircraft will need an annual inspection. North Star Aviation is the First Lift Aviation Dealer. $432K.

Call: 620-356-4528

1998 Thrush S2R/400G -1 Super

Airframe: Diet Thrush Approx. 5820 hours TT (840 Time since factory Wing Spar cap kit installed over) Engine: Garrett -1 (Super conversion) with Roughly 1220 hours Since Hot Section (Arkansas Turbines) fresh fuel nozzles, Recent FCU Overhaul, Recent Starter Gen Overhaul

Propeller: Hartzell 3 blade 840

SMOH Equipment: AG pilot X GPS with Flow control 400 Gallon Hopper Reabe Digital hopper gauge Large fuel (Approx. 190 Gallons) Single Point bottom load Fuel Shadin Fuel Flow Meter uAvionix AV-20 EFIS

attitude indicator Garmin Comm with Stratus ADSB Electric Fan Brake AFS Booms/Check valves/CP nozzles & SS ball valve Smoker Hopper Rinse system Vortex Generators (ATS) Dual Landing lights NAV / Strobe lights Windshield wiper/washer Air conditioning 48V Starting system

Tinted windows installed NEW Mesh seat NEW tailwheel spring And MORE!!! $425k.

Call: +1 (612) 759-8517

1991 S2R-T34 Thrush, N672EH, 11,349 TTAF, PT6A -42 engine, TSO 3583.6, Load Master 4-blade propeller, Power Pressure Cowling with Quick Change Power Filter System, GPS SATLOC M3, Flow Control, Intelliflow, Spray Pump, Booms, Winglets, New Paint. Call Turbines Inc: 812-877-2587

Aircraft - Other

1951 DeHavilland Chipmunk, 340 hours since a ground-up restoration, 1900 SMOH (340 since top) on a 210 HP Lycoming IO-360, 3-blade Hartzell prop, Pitts Cowling. Beautiful airplane. $85,000.00.

Call Chad Stuart @ Airplane Services, Inc.: 850-380-6091

Southeastern operation in search of a multi/twin engine GPS equipped aircraft set up for mosquito spraying to purchase or lease long term. Must be capable of night operations. Please email your aircraft details, including the cost to blindads@ agairupdate.com Subject: ID#2579

1938 Boeing A75N1(PT17), N54284, TTAF 6080.7, R985-AN-14B, TTE 520.4, Annual 6/2021, Garmin SL-40COM, Garmin GTX 327 TXP, PS Engineering PM-1200, Installed Oilmatic Pre-oiler, Installed Airwolf remote oil filter, Smoker, Speed ring, total fuel 56 gallons, Redline brakes, Garmin GDL 82 ADSB-OUT. Call: 800-325-0885

Brand new 2022 Laviasa PA-25-235 Puelche. Ready to ship or fly. SMOH 0.0 hrs. TT 0.0 hrs. Lycoming O-540B2C5. 1A200/FA8452 prop. 180 gallons hopper and complete spray system. 53 gallons center fuel tank. +54 (346) 246-3488.

B1-A Callair Manufacturing Rights. Available now is the type certificate, drawings, jigs, tooling, aircraft parts, and property associated with this 300 gal Pratt and Whitney 985 powered sprayer. Start your own aircraft company or expand your line. Call for details: +1 (850) 380-6091

B1-A Callair Manufacturing Rights. Available now is the type certificate, drawings, jigs, tooling, aircraft parts, and property associated with this 300 gal Pratt and Whitney 985 powered sprayer. Start your own aircraft company or expand your line.

Call for details: +1 (850) 380-6091

Aircraft - Helicopters

Bell 206B and 206L models for sale, spray-ready.

Call Hunter Parker at 561-723-3592 or Brian Parker at 561-723-1991

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: +1 (661) 257-7708

Pratt & Whitney R-985 & R-1340

Complete OHC Cylinder Assemblies

OHC in stock, all with new pistons installed and all gaskets and seals to install. We also stock new and overhauled magnetos, OHC carbs, starters fuel pumps, etc. Top overhaul tool kits $250 each.

Call: +1 (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: +1 (903) 429-6805

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. +1 (903) 429-6805

Engine - Turbine

Honeywell/Garrett TPE331-6 (Super conversion STC to -511B) SN: P-27069C, Engine has only 372.2 hours Since MAJOR Overhaul!! And only 4830 hours TT Since NEW!LOW cycles(status sheet below for download), The following work was just completed at TAE Aerospace:0 Hours Since - Level 3 Prop strike inspection, 0 Hours Since - Hot section Inspection and Gear box inspection, 0 Hours Since - Overhauled FCU/Prop, Governor/Fuel pump installation. Ready to ship from Idaho! Asking $400,000 USD and will consider trades of aircraft and engines! ASI JET Specializes in Aircraft Sales, Maintenance, and Parts Support.*All specifications are subject to verification upon inspection by buyer.

For more information call ASI Jet Sales: 320-587-7615

Equipment - Helmets

AV-KOR1

Available Now! The AV-KOR1 helmet is made out of a fiberglass composite, utilizing Koroyd and an anti-microbial comfort liner making it the lightest aviation helmet on the market. Features Fire Retardant trim and a FIDLOCK buckle system. Works with any aftermarket in-helmet communications devices. North Star Aviation is the First Lift Aviation Dealer. Call North Star Aviation: 620-356-4528

Equipment - Miscellaneous Dispersal

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

Contact: mark@turbineconversions.com

Kawak Cockpit adjustable flow control kit. Manual control or GPS variable rate ready. Integrates into existing hydraulic systems.

Call:+1 (541) 385-5051

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

Call: +1 (616) 837-9428

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

Call: 506-261-5023

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

Call:+1 (530) 345-9919

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

New without warranty spray equipment for all Air Tractor models, including pumps, booms, and nozzles.

Call for pricing and availability: 817456-5450

(2)Transland SS 22274 38” to 25” gbox adapters & 21966 Gate Boxes. $2500 Each or $4000 for both plus shipping.

Call: 620-525-6712

Miscellaneous Items For Sale - 50 brass T-Jet nozzles complete with swirl plates $250. Transland gate box for hopper SS good condition, 25 inch $500. Cal Max Helmet large, very good, complete w/ face plates. Wired for headset. $500. One alternator, new, 100 amp, adapter for P&W engines, electrical parts for night spraying $600.

Call Al: 208-569-3407

Equipment - Nozzles

New Zanoni Equipment Atomizers in stock and ready to ship at Turbine Conversions, Ltd in Michigan. High quality, stainless steel, tested, proven, and US operators are loving these atomizers.

Call: +1 (616) 837-9428

Equipment - Pumps

New and overhauled Air Tractor and Thrush boost pumps in stock. Delco A4949 motor with 400 GPH AN4101 fuel pump attached. Outright and exchange. We supply these direct to both factories.

Call: +1 (661) 257-7708

Equipment - Spreaders

Transland 10 Vane Spreader for a 38inch gate. Used, very good condition. $9,500.

Call: 563-880-9641

New stainless steel spreader for sale. Has never been used. I purchased it for our plane, but it does not fit. I believe it fits a Thrush. $7000 Price does not include shipping.

Call Bart: 561-261-9740

Three Thrush Spreaders, good condition. $8000 for all, or make an offer for one.

Call: +1 (701) 321-0767

Transland 10” vane spreader for 38” gate, new, $13,000. Call: 281-342-5451

Transland Spreader, 25” Slimline in fair condition. $750.

Call: +1 (478) 494-3757

Equipment - Support

Transland Grip Steps for AT aircraft. For more information call Billy Maxwell at Transland: +1 (940) 687-1100 or email sales@translandllc.com

2013 AT-502B Firewall forward parts: Engine mount, cowling and Ram Air filter system. All parts with less than 1400 hours total time. Very clean and well maintained AT-502B.

Call Cascade Aircraft Conversions for more details 1-509-635-1212

GPS

SATLOC Bantams, G4 Units & Flow Controllers.

Ground Support Engine Driven Transfer Pump, Zanoni Equipment’s all stainless steel construction paired with a Honda

3” load, mix tank, fully contained and lockable, air compressor and storage

Like new portable load pad suitable for main (Center wing to outboard wing)

Contact ann@turbineconversions.com

Call Billy Maxwell at Transland: +1

Transland Aluminum Boom Clamps -

Call Billy Maxwell at Transland: +1

For more information call Billy Maxwell at Transland: +1 (940) 687-1100 or

Call Mike @ Orsmond Aerial Spray (Pty) Ltd +27 58 303 5261 or email mikep@orsmondaviation.co.za

3 - Complete Trac Map Flight 3 systems (lightbar, head unit, cables, antenna etc.) Miscellaneous Trac Map Flight 3 Parts - Light Bars, Cables, Wireless Dongles. Satloc - Light bar and cable, Ag Nav - Ag Flow 1 Screens (6 total). Screen and mounting brackets only. Make me an offer on it all or willing to part out separate.

Call: 306-786-3345

Helicopter light bar now available with the new iPad based guidance systemAgPilotX. Entire system with helicopter light bar is 13 lbs.

Call Anthony Fay with Insero for details: 480-285-4367

Help Wanted

Test Pilot Position: Air Tractor is seeking qualified candidates for the full-time position of test pilot. Candidates must have a minimum of 2000hr total time with 1000hrs of ag and 1000hrs time in Air Tractor turbinepowered airplanes. A commercial pilot certificate with high performance and tail wheel endorsements is required. Applicants must be a U.S. Citizen. Candidates must have the ability to communicate effectively both orally and in writing. Desirable skills include Air Tractor approved flight instructor, CFI, experience interfacing with FAA, A&P license, and chemical applicator

license. Must be able to work with people well. This is a hands-on pilot job that includes performing various hands-on activities with tools in hand.

Duties: Moving airplanes on the ground, initial setup, and rigging of the airplane, making the first flight on planes, and completing the production test flight according to published procedures. correcting discrepancies, coordinating with production planning, sales, production leads, and quality to help synchronize flight test schedules.

For more information, email: valperez@airtractor.com

Full-Time and Seasonal Pilots Needed: Growing multi-location Kansas operation seeking full-time and seasonal pilots. Herbicide experience is a huge plus. Benefits and guaranteed salary for the right candidates/full-time positions. Email your resume or list of total times to blindads@agairupdate.com Subject: ID#2757

Pilot: Established family-owned aerial and ground spray business seeking long-term full-time pilot for AT-802. Competitive salary, heath insurance, and retirement packages. Texas and Oklahoma Panhandle area. AT-802 time prefered, but not required for the right candidate.

Please send resume to ty@ jackoldhamoil.org

A&P IA Needed: Established FBO with over 40+ years of experience looking for an A&P IA to manage the location. $80K annual base salary with 15% annual profit sharing. Must have experience in Turbine maintenance, strong character, the ability to mentor and manage people, and a driven person willing to grow with the company.

Call Cleo: 208-293-7848

2 Canadian Turbine Pilot Wanted: Kinniburgh Spray Service LTD, based in Taber, AB is a proactive organization with over 70 years of service, requires 2 Professional Agriculture Aerial Applicators to fly our Air Tractors 502 and or 802 from May 30, 2024 to September 30, 2024.

Job duties: Fly fixed wing Turbine Air Tractor safely and efficiently. Work with customers and ground crew in a professional manner. Be available when conditions are optimum. Perform elementary maintenance and servicing of aircraft and maintain journey logs following Transport Canada guidelines.

Certificates Required: Canadian Commercial pilot’s license, Alberta and Saskatchewan Aerial Pesticide, Applicator License, Valid Category One Medical license.

Skills Required: Min 2500 Hrs Ag Turbine of which 1000 hrs must be turbine Air Tractor, Proficient in speaking, reading and writing English, Capable of operating Satloc GPS systems, Clean Flight Record, Insurable through our insurance provider.

Wages/Salary: $95/Hr based on 40hr/ week, overtime with remuneration.

Wages based on acres sprayed, acres sprayed in season depend upon weather and farm economy. Workers compensation provided. Benefits and relocation expenses provided. Email resume including references to info@kinniburghspray.com. Only successful applicants will be contacted

Pilot Wanted: Crop Air is seeking a pilot for the 2024 season and beyond. We are a locally owned chemical sales and application company. Please see attached spec sheet for a more detailed job description.

Contact Neil at 970-454-2939 or flyiton@cropairco.com

Loaders Wanted: Crop Air is also seeking loaders for the upcoming season. If you have a desire or interest to get into the ag aviation industry, this would be a good position to learn the business.

Contact Neil at 970-454-2939 or flyiton@cropairco.com

Large Midwest operation looking for AT-502, AT-802, and -42 510 Thrush pilots for the 2023 season: Pilots must have 500 hours of Turbine Ag time. Slobs and princesses need not apply, only hardworking pilots with a good work ethic. No time to babysit! Include your resume or total time when inquiring.

Email blindads@agairupdate.com, Subject: ID#152 *Operation not located in GA.

Experienced Turbine Pilot: Seeking experienced turbine pilots in the Midwest for the upcoming season and beyond (Air Tractor and/or Thrush). June through August mainly, but possibly a couple of weeks of work in the Spring.

Email resume or total times to blindads@agairupdate.com Subject: ID#2754

Ag Pilot Wanted: Looking to hire a long-term Ag Pilot for a wellestablished business with 45 years located in central North America. Must have experience and turbine time. This is a great opportunity if you are serious about the Ag Aviation business. Diverse crop-based, primarily fungicide, insecticide, and dry work. Pay and benefits are negotiable based on experience. Work is from mid-April to mid-September.

Please email your resume or a list of total times to blindads@agairupdate. com. Subject: ID#1239

Pilot Needed for Midwest Operation: 502, 602, and 802 experience helpful. A&P plus a CDL is helpful but not required. If the applicant has A&P, possible year-round employment. Inquiries must include a resume or list of total times.

Email blindads@agairupdate.com

Subject: ID #2335

Looking for an ag pilot to fly -41 powered Thrush: The season runs from mid-May through August. The main application is fungicide/insecticide maybe a little herbicide depending on canidates experience. No travel required.

Call or email for details. 719-3499622 kevin.ebsen@gmail.com

AT-802 Timber and Corn Run Pilot

Needed: AT-802 Timber 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

Tabula - Eastern United States Regional Aviation Business Development Team Member: Due to continued growth in the United States, Tabula is hiring a new Regional Aviation Business Development Team Members for the Southern Eastern United States region to focus on our AirVision System. This position will be based out of our Melbourne, Florida location. About the role: 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. We are seeking someone with experience in the Agriculture Aviation Sector. In return, we are offering a role that has the opportunity for growth and development, a base salary of $60k, plus a generous commission and bonus program that will reflect your skills, knowledge, and overall experience, with total earning potential being well over $100k. To apply, please send your CV and cover letter to recruitment@tabula. live.

Two Professional Turbine Ag Pilots: Needed 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. Performancebased bonus is offered. Workers compensation provided.

Call Justin Farr at Farr Air Inc. 306861-6675 or 306-848-1044

Experienced AT-502 Pilots Needed:

Looking for experienced pilots to fly our well-maintained AT-502’s. This is a full-time turbine position in the Upper Midwest, spanning from May to midSeptember. We spray a large variety of crops with fungicide and insecticide with some herbicide, along with cover crop spreading. Must have herbicide experience. We offer competitive pay

adjusted by experience. Be willing to travel the Midwest in-season. All inquiries must include a resume or list of total times.

Email blindads@agairupdate.com, Subject: ID#327

Aerial Crop Sprayer: We require one pilot for the 2024 season, full time, seasonal, May-September, to work in the Kindersley Saskatchewan area. Must have a valid Commerical 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 turbine ag experience. Training bonds may be offered but will apply to minimum 2 years employment. Should have S.A.A.A. and C.A.A.A. memberships.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 communication, problem solving, decision making, critical thinking, job task planning and organizing, computer use, significant use of memory. Salary: $80.00 per hour 40-60 hours per week.

Additional Information: please apply by email to advanced.aviation@sasktel. net. Kindersley Airspray Ltd. P.O. Box 2005 Kindersley, Saskatchewan, Canada S0L1S0. 1-306-463-4600

Looking to Hire a Long-Term, Experienced AT-502B Pilot: Well-established company in California looking to hire a long-term experienced AT-502B Pilot. Insecticide, Fungicide, Seed & Fertilizer. Crops include Orchards, Rice, Vegetables & Row Crops. E-mail resume and references to blindads@agairupdate.com Subject ID#2095

Looking for AT-802 Pilot: South Central Business is looking for an AT-802 pilot. Must be reliable and have a good work ethic. All inquiries must include a resume or list of total times.

Email inquiries to blindads@agairupdate. com, Subject: ID#1563

Full-time Pilot position North Dakota: Looking for an experienced pilot to fly AT502/602. The season runs from mid-May through September. The main application is fungicide/insecticide; herbicide experience is preferred. The position may include some travel during the season.

Call or email for details. 701-339-8799 gravesen.chad@gmail.com

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

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 | joe@midcont.com

Pilot Needed in North Dakota: A 2018 AT-502XP pilot is needed to cover up to 122,000 acres. Experience is needed. Travel required.

Call for details

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

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: Conscentious, organized, willing to learn, get things done, team players. Will perform/participate in Sheduled/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

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 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. Ad ID#153

IA and A&P mechanics needed: Salary depending on qualifications and experience.

Call: 870-295-6213

Full-time mechanic needed: A&P or IA preferred, though we will consider previous experience and facilitating training in the future. 60% new aircraft with annuals and routine maintenance filling in the rest of the workload.

Steady work all year, full insurance and retirement benefits, clean and modern facilities. Competitive pay depending on experience. Please email resumes.

Email at logan@laneave.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.

Email at luke@Henterprisesnd.com

LIFT

AVIATION – Marketing Assistant

Job: Lift Aviation is looking for a motivated person to assist with brand marketing and sales initiatives in conjunction with trade shows, brand building, and sales generation. Job Type: Full-time, Onsite Only, Hourly Pay, Travel possible.

Email resume and references to Todd Lentz at todd@liftaviationusa.com

Experienced Engine & Component Technicians Needed: TAE Aerospace is a global aerospace company, servicing commercial and defense customers worldwide. We create value for customers through innovative thinking, premium quality products, and services in aerospace engineering, manufacturing, turbine engine, and component MRO. Located across the globe, our maintenance facilities in Australia and in America are the leading provider of quality general aviation, aerial agricultural, turboprop engine, and component maintenance. Right now, we are looking for experienced Engine and Component Technicians to join our teams in Adelaide, South Australia, and Scottsdale, Arizona. If you have proven TPE331, PT6A or GE H80 experience or have worked in a similar role, and looking for your next challenge – we want you! Find out more about joining our team.

Email: Hr-support@taeaerospace.com

Phone: +61(0)881500200 or visit: www.taeaerospace.com

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. Contact Chase Gibson directly at 228860-2375 to discuss the seat. https:// www.bandsairinc.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.

Regional Aviation Business Development

Team Members for the Canadian Market: Due to continued growth in the United States, Tabula is hiring a new Regional Aviation Business Development Team Members for the Canadian Market to focus on our AirVision System. In return, we are offering a role that has the opportunity for growth and development, a base salary of $60k, plus a generous commission and bonus program that will reflect your skills, knowledge, and overall experience, with total earning potential being well over $100k.

To apply, please send your CV and cover letter to recruitment@tabula.live

Regional Aviation Business Development Team Members for the Southern Central United States:

Due to continued growth in the United States, Tabula is hiring a new Regional Aviation Business Development Team Members for the Southern Central United

States region to focus on our AirVision System. In return, we are offering a role that has the opportunity for growth and development, a base salary of $60k, plus a generous commission and bonus program that will reflect your skills, knowledge, and overall experience, with total earning potential being well over $100k. To apply, please send your CV and cover letter to recruitment@tabula.live

Looking for an experienced R44 Ag Pilot: Ag pilot for the Midwest this season that can move into turbine rotor in the future. Also seeking experienced fixed-wing turbine pilots. SATLOC GPS would be helpful. Please provide your resume and references via email. Pay is determined by the applicant’s experience. Email all inquiries to blindads@ agairupdate.com Subject: ID#42

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: 815-499-4704

Long-Term Experienced AT-402 Pilot: Well established company in Ohio looking for a long-term experienced AT-402 pilot - 2023 and beyond. Housing is available. Fungicide, insecticide, fertilizer, seeding work on corn, beans, wheat, and some vegetables. Send resume to chadniese@ embarqmail.com

Call Chad: 419-235-4182

Operations for Sale or Wanted

Midwest Multi-Plane Operation for Sale: Long-term, stable customer base of independent retailers and large growers. Corn, soybeans, cover crop. No herbicide. 175-200K acres per season. Serious inquiries only. Email blindads@agairupdate.com Subject: ID#2371

Established Southwestern US Ag Aviation Business for Sale: Very established with a solid customer base. Nice, private facilities/airstrip. Turnkey operation with two clean Air Tractors, both equipped with Bantam Satloc/ Intelliflow, ADSB & Comm. Season runs April-October. Owner/Pilot available to help as needed. Room for expansion. Currently offer ground spraying services but this is optional for the buyer. Email blindads@agairupdate.com Subject: ID#2291

Ag business for sale in Texas: Located on the city airport, 3900 ft paved runway, two big drive-thru hangars, 502B Air Tractor, forklift, and loading equipment. Crops are dry land and irrigated and also brush and pear. There is very little traffic at the airport. We can stay and help if needed. The business was started in the early 70’s, and we have owned it for over 35 years. Business is well established. Will not owner finance. Only serious inquiries.

Must include contact information. Email inquiries to blindads@agairupdate.com

Subject: ID#486.

Turnkey business for sale in southcentral Washington: This has been a well-established, one-airplane aerial application business for many decades at the same location. The area has a diversified agriculture and a great potential for expansion. Please contact me by email at agpilot54@gmail.com.

Turnkey Aerial Spray Business for Sale

-Central US: Looking for a warm place in the winters to keep busy. We have what you need! Turnkey Aerial Spray Business for sale due to health reasons. Central United States. Established business with airplanes and helicopters on a private strip. Multiple locations, buildings, hangars, and house. Email inquiries to blindads@agairupdate.com

Subject: ID#150.

Parts - Airframe

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

Kawak Thrush Battery Retrofit Kit.Thrush S2R STC battery retrofit kit. 300% longer battery service life. 200% faster starts. Battery replacement costs 25% of the original.

Call: +1 (541) 385-5051

Ag Cat Frameworks, All Models, 4130 weld assys, fixture perfect, ready to install. Struts, wires, hoppers, long fuel, highwings, dispersal equipment, hardware, all upgrades, components, and spares.

Call: +1 (870) 886-2418

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

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

Call: 530-345-9919

Ayres Thrush ‘Hoerner’ wing tips. Left and right, no damage. $500 for the pair.

Call Gary: 530-345-9919

garyhendricksonn3n@gmail.com

Parts - Engine

Thrush Top Hat Header Tank Modification: 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. Currently have 4 spots open for early 2024 delivery.

Contact your favorite Thrush dealer or Ann@turbineconversions.com for more details.

Wanted: P&W Engine Parts: Pratt & Whitney Engine Cores, Engine Parts Inventories, Cylinders, Starters, Fuel Pumps and Boost Pumps.

Call: +1 (661) 257-7708

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: +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: +1 (661) 257-7708

Radial Parts: 2 Fiberglass AT Speed Rings, 1 THRUSH Speed Ring, 1 Radial engine mount with ring. Make offer.

Call: 509-635-1212

PT6A-140AG 867SHP STC Kit for THRUSH 510P & 510G AircraftComplete Firewall forward bolt-on STC kits for the 510G and 510P. Thrush model aircraft. Contact Cascade Aircraft to secure the 867SHP-certified upgrade STC kit for your THRUSH 510 aircraft.

Call: 509-635-1212

Parts - Other

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

AV-KOR1 Helmets Available Now!

The AV-KOR1 helmet is made out of a fiberglass composite, utilizing Koroyd and an anti-microbial comfort liner making it the lightest aviation helmet on the market. Features Fire Retardant trim and a FIDLOCK buckle system. Works with any aftermarket in-helmet communications devices. North Star Aviation is the First Lift Aviation Dealer.

Call North Star Aviation today at 620356-4528.

LA-K-009 Leaf Spring Conversion Kit

PA25 - CTS 1109.21 - Speed increase, large service life, and minimum maintenance. Kit includes spring, brackets, installation hardware, and certs. Made by Lavia SA, manufacturer of the PA-25 Puelche.

Call: +54 (346) 246-3488

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 940-6871100 or email sales@translandllc.com for more information

Transland Grip Steps for AT aircraft.

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

2013 AT-502B Firewall forward parts: Engine mount, cowling and Ram Air filter system. All parts with less than 1400 hours total time. Very clean and well maintained AT-502B.

Call Cascade Aircraft Conversions for more details 1-509-635-1212

Propellers

Hamilton Standard 12D40-Ag100. As removed. $13,500.

Call Chad Stuart at Airplane Services, Inc.: 850-380-6091

Jeffries Airworks Dynamic Propeller Balancing with Chadwick Helmuth engine printout equipment. Jeffries Airworks, Dynamic Balancing, Vibration Analysis. Much more than just a balance.

Call Jim Jeffries, A&P/IA, 985-507-9981, Nationwide service on your location.

QUALITY Propellers For Sale:

33D50-6601A18 OHC $31,500

23D40-6601A18 OHO $29,500

22D40-6533A12 OHO $26,500

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

12D40-AG100-2 828-SOH $19,000 HC-B3TN-5M 106” OHC $27,000

Call: +1 (870) 886-2418

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 Propeller 23D40 with 6511-12S Blades Overhauled Completely. Includes 8130-3 form.

Call:+1 (903) 429-6805

12D40-6101-12 Propeller, Overhauled with 8130 Form.

Call: +1 (903) 429-6805

Hartzell HC-B3TN-3D/T10284+4 Propeller, S/N: BUA28357, 0 hours since overhaul, 5394.5 hours since new, $45,000.

Call Rick @ Neal Aircraft: 940-564-6822

Seat Wanted

Pilot Louisiana: I am looking for a break in seat. I have 506 TT and 360 tailwheel. I have 7 years of chemical experience from spraying with ground rigs , buying chemicals, talking to consultants and running a crew spraying and spreading. I

have a commercial and 2nd class medical with the appropriate pesticide licenses. Call Morris at 318-439-8914

Experienced AG Pilot looking for Seat Georgia: Experienced AG Pilot looking for Seat, 7500TT, 4300AG, flown all Air Tractors models and Trush planes. Resume available on request. IFlyag66@gmail. com.

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

Subcontract for Corn Run South Dakota: Experienced pilot with AT-5, 6, or 802 SATLOC/flow control, extensive SHP time. Call: 701-541-0102.

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

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. Reach out via call, text or 901-586-7322 or email at Stbrown77@gmail.com. I appreciate your time. Looking forward to hearing from you. Steve.

Looking for Ag Pilot or Ground Crewman

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

AK Bush Pilot Looking for AG Pilot Slot

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

Looking for Long-Term Seat in the US

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.

Looking for a Seat Missouri: Experienced Loader, CFI - Working on my second year loading now. Trained with Eagle Vistas over the winter on AG with John Becker. Some Ag-Cat and Pawnee time, 25 hours ag, 850 total, 150 tailwheel. I have my CFI, multi, and instrument. Looking for a seat in a plane, willing to load for the right company. Call: +1 (417) 763-7675

Training

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

Riggin Flight Service, South Dakota: Riggin Flight Service, flight school offering private, commercial, instrument, Ag, multi-engine, tailwheel, etc. We tailor our courses to meet your needs. Call: +1 (6054) 256-9774

Vehicles

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

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

Utilize NASA Aviation Safety Reporting System Form

The article originally appeared in the NAAA eNewsletter.

NASA’s ARC form 277B has been described as a “Get Out of Jail Free Card.” Pilots and others have been encouraged to use 227B to report events they are involved in or if they observe an incident or situation in which aviation safety may have been compromised. NASA’s Aviation Safety Reporting System (ASRS) captures confidential reports, analyzes the resulting aviation safety data and disseminates vital information to the aviation community. Reporting an event is confidential, voluntary and nonpunitive. This reporting process is available at asrs.arc.nasa.gov.

ASRS is a cooperative program between the FAA, NASA and the aviation industry to maintain and improve aviation safety. The information gathered is used to:

Identify deficiencies and discrepancies in the National Aviation System (NAS) so that these can be remedied by appropriate authorities.

Support policy formulation and planning for, and improvements to, the NAS.

Strengthen the foundation of aviation human factors safety research.

The database is housed at NASA to lessen potential reporters’ fears of enforcement action by the FAA. The information is stripped of all information that identifies or infers the identification of the reporting person. The FAA offers ASRS reporters further guarantees and incentives to report. It has committed itself not to use

ASRS information against reporters in enforcement actions. It has also chosen to waive fines and penalties, subject to certain limitations, for unintentional violations of federal aviation statutes and regulations reported to ASRS.

The moniker of ASRS being “a Get Out of Jail Free Card” is a bit misleading, as it will not be helpful for intentional Federal Aviation Regulations (FAR) violations. It also should not be used to report accidents or incidents as defined by the FARs. Accidents should be reported to the NTSB.

Some of the events ag pilots have reported include runway excursions, near midair collisions, communication breakdowns, operating out of currency, powerline strikes without aircraft damage, ground conflicts with other aircraft, breaking FAR minimums due to unexpected IMC conditions, airborne traffic conflicts, equipment problems causing either precautionary or forced emergency landings, and restricted airspace entry due to navigation equipment failures.

A hard copy of form 227B is still available if you do not prefer to submit one online. An online submission has the advantage of immediately knowing your report has been submitted. In either case, make sure you save a copy for your records and copy down the verification code so you can prove you submitted a report. When using the online reporting, you will be prompted to print the report before submission.