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agairupdate.com Volume 29, Number 10 October 2011

Jim Morris Crop Duster inside this edition: Thrush Aircraft celebrates first flight and delivery of 510P in Argentina Developments in aerial applications in Bolivia • Innovative videoscope FAA issues Emergency AD • FAA issues Air Tractor engine mount SAIB SpeedAgro receives 2011 Premio CITA award • NZ adopts AIRCARE program


We Wouldn’t BS a Group of Fertilizer Experts. There are some amazing things happening at Thrush Aircraft, and that’s no bull. Visit us online, or call Eric Rojek at 229.789.0437, to learn about the most talked about new aircraft in the industry.

Something new is going on here. www.thrushaircraft.com 2A

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AgNAV

October 2011

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Bill Lavender bill@agairupdate.com

from the cockpit

Who’s to blame, La Niña or El Niño? I believe this past season should go down in the history books as one with the most volatile weather events ever recorded. This summer has been between a warm El Niño and a cool La Niña. The summer started with the stage set for record wildfires in West Texas that nine months later are still raging and have moved into eastern Texas. Drought conditions have ruined crops and affected spraying not only in Texas, but Oklahoma and the southeastern United States, as well as other spotted areas. To pile more hardship on the agricultural community, flooding and tornadoes inundated the Mississippi Delta and the northeastern parts of the country. There has been more than enough it seems of wildfires, flooding, tornadoes, drought and hurricanes. Each in itself, not as remarkable as the overall combination throughout the spraying season of 2011. Most recently has been the movement of the wildfires between Abilene and Houston. Where will they go next? Hurricane Lee caused flooding in lower Louisiana and brought drought relief to states eastward, but too late for most crops and nothing for the tender box of Texas. Hurricane Irene brought record flooding to New Jersey. I couldn’t resist calling affected operators. After Irene, I called John Sondgeroth of North Fork Helicopters on Long Island. John told me they were extremely lucky with no damage. The season was about over but the rains did increase the mosquito population. There

were trees down and power outages, mostly. Another call to Curt Nixholm of Downstown Aero Crop Service revealed the same, no damage with the worst affect on southern New Jersey. Where Downstown operates from in Vineland, the soil is sandy and absorbed the rainfall. They received two deluges, eleven inches of rain from Irene and another 7-8 inches from Lee. This set off late season mosquito spraying for the company, mostly larvaciding. Curt told me about an unusual dry work land reclamation Super Fund project Downstown completed in Pennsylvania this summer. Downstown’s two AT-602s applied 1.7 million pounds of a combination of pellitized lime, 21-8-6 fertilizer and a seed mix. The application was made at an astonishing 3,300 pounds per acre. The aircraft flew the approximate 500 acres in eleven successive applications within nine working days. Towards the end of the project, one of the AT-602s was pulled off and replaced with an AT-402 furnished by Matte Crabbe of Crabbe Aviation from Virginia. I rang Matte, too. He told me the same story for both his operations, one in Virginia and one in north coastal North Carolina, as well as his father’s operation on Delmarva, were virtually unharmed. However, many people were still without power and trees down. Flooding did not affect his customers. Carter Crabbe missed the blunt of Irene by Delmarva being on the east side of the storm as it passed.

Also on Delmarva, Jeff Chorman of Allen Chorman & Son, experienced similar effects from the storms. With 10 inches of rain from Irene, corn was knocked down. A good wheat season and still soybeans to spray made their season turn out to be average. Overall, throughout the country, I have not heard of anyone directly hurt from the crazy weather. Many were affected, however, with crop damage reducing the number of applications. In some cases, this was made up with different types of applications, such as soybeans replacing rice in eastern Arkansas. If not for the excellent commodity prices, for many, the year could have been a disaster, but was instead, average. If there is a trait needed by an aerial application business, it must be flexibility. When given lemons, the operator has to figure out a way to make lemonade. Obviously, the more diversified the operation, the better protected it is from adversity. I am sure many are glad to see this season end and look forward to a more reasonable one next year. What is it with these El Niños and La Niñas? Until next month, Blue Sky and Tailwinds...

agairupdate.com VOLUME 29, NUMBER 10 OCTOBER 2011

inside this issue Calendar of events .................................................................................................................. 5A AgAir mail .................................................................................................................................... 7A Jim Morris-Crop Duster......................................................................................................................10A SpeedAgro receives 2011 Premio CITA award.................................................................................12A NZ adopts AIRCARE program............................................................................................................13A Kiwi company TracMap scoops APAC titles at Global Security Challenge’s regional finals................15A AT-802 SAIB - flight controls, elevator tab control system...............................................................17A Thrush Aircraft raising the bar of ag aviation in Argentina..............................................................19A Statewide Aviation of Australia named newest factory authorized service & support facility..........20A Thrush Aircraft celebrates first flight and delivery of 510P in Argentina.........................................21A Developments in aerial applications in Bolivia..................................................................................22A FAA issues Emergency AD.................................................................................................................25A FAA issues Air Tractor engine mount SAIB........................................................................................26A Classified ads............................................................................................................................27A

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Jim Morris Crop Duster inside this edition: Thrush Aircraft celebrates first flight and delivery of 510P in Argentina Developments in aerial applications in Bolivia • Innovative videoscope FAA issues Emergency AD • FAA issues Air Tractor engine mount SAIB SpeedAgro receives 2011 Premio CITA award • NZ adopts AIRCARE program

On the cover... Jim Morris, Williams Ag Service in Biggs, California. See story on page 10.

P.O. Box 850 • Perry, GA 31069 USA 475 Myrtle Field Rd. • Perry, GA 31069 USA PHONE: 478-987-2250 FAX: 478-987-1836 aau@agairupdate.com • agairupdate.com

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© Copyright 2011 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 editorial manuscripts and photos are welcomed and encouraged. We cannot be responsible for return unless submissions are accompanied by a stamped, self-addressed envelope. Advertising deadline is 12 noon, on the 1st of the month preceding the month of publication. AgAir Update (ISSN 1081-6496) Published monthly by AgAir Update, LLC, 475 Myrtle Field Road, Perry, GA 31069 for $39 USD for one year in the U.S.; International rates are $39 USD for one year. Periodical postage paid at Springfield, MO and additional mailing offices. Postmaster: Send address changes to P.O. Box 850, Perry, GA 31069. AgAir Update, a multiple-award winning publication, is a tabloid newspaper 12.25” deep by 9.5” wide on a 2.25” 4 column format. Contract rates are available upon request. AgAir Update is a proud member of:


calendar of events October 2011 October 1, 2011 Crop Duster’s Doins - Fly-in Inverness, MS 33º 19’56” N 90º 34’54” W Paul Artman 662-347-1063 October 7-9, 2011 NAAA Fall Board Meeting Greensboro, NC Peggy Knizner Tel: 202-546-5722 Fax: 202-546-5726 information@agaviation.org www.agaviation.org October 10, 2011 New Zealand Course Pilot Chemical Revalidation Rangiora, New Zealand Penny Guy penny@tbt.co.nz October 14-16, 2011 NAA Golf Tournament Whispering Woods Conference Center Olive Branch, MS Lou Stokes 870-792-7474 October 18-19, 2011 MiAAA Convention University Quality Inn and Conference Center Lansing, MI Polly McKillop 248-760-0732 miagaviation@yahoo.com October 19, 2011 New Zealand Ground Crew Course Rangiora, New Zealand Penny Guy penny@tbt.co.nz October 24-26, 2011 KsAAA Annual Convention Ramada Conference Center Hutchinson, KS Angie Banz kaaa@ksagaviation.org www.ksagaviation.org

October 27, 2011 FlAAA Meeting and PAASS Belle Glade, FL Linda Minton 772-465-0714 lindadale1@msn.com October 31- November 1, 2011 M601E Line Maintenance Training Customer Technical Education Center Cincinnati, OH cts.scheduling@ae.ge.com

November 2011 November 2, 2011 FlAAA Op SAFE Clewiston, FL Linda Minton 772-465-0714 lindadale1@msn.com November 4, 2011 New Zealand Ground Crew Course South Auckland, New Zealand Penny Guy penny@tbt.co.nz November 6-8, 2011 PNW AAA Convention Red Lion Hotel Pasco Pasco, WA Tara Lea Brown (PNW) 509-989-9098 November 8-10, 2011 CoAAA Annual Convention & Trade Show Crowne Plaza Hotel Colorado Springs, CO Dolle M. Lehrkamp 719-768-3367 dolle@coagav.org www.coagav.org November 8-10, 2011 Mid-States Ag Aviation Conference Isle Casino Hotel Bettendorf, IA Don Younglove 816-538-7717 rrflightservice@yahoo.com www.agaviation.com November 14-16, 2011 CaAAA Annual Convention Tenaya Lodge Outside Yosemite, Terry Gage 916-645-9747 Fax: 916-645-9749 caa@psyber.com

November 15-16, 2011 New Zealand Initial Rating Course Omaka, New Zealand Penny Guy penny@tbt.co.nz

December 2011 December 5-8, 2011 NAAA Annual Convention and Exposition Hilton Hotel Las Vegas, NV Peggy Knizner Tel: 202-546-5722 Fax: 202-546-5726 information@agaviation.org www.agaviation.org

January 2012 January 4-7, 2012 TxAAA Convention Historic Hilton Fort Worth, TX Susan Bennett 512-476-2644 January 8, 9 & 10, 2012 ArAAA Convention Wyndham Riverfront Hotel North Little Rock, AR Ron Harrod 501-376-3233 rharrod@sbcglobal.net January 11-12, 2012 MoAAA Convention Cape Girardeau, MO Mike Lee 573-695-3842 January 11-13, 2012 LaAAA Convention L’Auberge de Lac Lake Charles, LA Edward Krielow 337-824-5007 January 15-17, 2012 Northeast AAA Convention Harrisburg, PA Ray Feeney 631-734-5515 January 16-18, 2012 OkAAA Convention The Biltmore Hotel Oklahoma City, OK Sandy Wells 405-341-3548 oaaa@sbcglobal.net

January 17-19, 2012 MsAAA Convention Imperial Palace Casino Biloxi, MS Vicki Morgan 662-455-0070 vickimorgan@msaaa.com

February 2012 February - TBA NC AAA Convention TBA Don Stotesberry, Jr. 252-935-5000 February 6-8, 2012 SEAF Convention The Mulberry Savannah, GA Linda Minton 772-971-9980 February 10-12, 2012 NAAA Spring Board Meeting TBD Peggy Knizner Tel: 202-546-5722 Fax: 202-546-5726 information@agaviation.org www.agaviation.org February 13-15, 2012 NATA Convention Midtown Holiday Inn Grand Island, NE Judy McDowell nata@windstream.net February 16-18, 2012 Canada AAA Convention Fairmont The Queen Elizabeth Hotel Montreal, Quebec Canada www.canadianaerialapplicators.com February 21-23, 2012 Tri-State AA Convention Sioux Falls Convention Center Sioux Falls, SD Cynthia Schreiber-Beck (ND) 701-642-5777 Andrea Barber Goebel (SD) 605-765-2105 Theresa Stieren (MN) 952-226-5874

March 2012 March - TBA InAAA Convention TBA Vic Bandini 317-831-7464

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agair mail visit I sure enjoyed talking with Graham and you this morning at Mid-Continent Aircraft. It is really a good feeling to meet people that I can tell there heart is in this business of ag aviation. And it was a treat to talk to (in person) Mr. Jody Bays (Thrush VP). We talked a lot about Thrush Aircraft, past, present and future of Thrush. I bet not many people know that Mr. Bays is a real gun fighter. He flew Apache helicopters in the Army. I watched the number one ag pilot I know, Dennie Stokes, fly a new -34, 510 Thrush off Mid-Continent Aircraft airstrip with 228-gallon fuel and 510 gallons of water. Pretty impressive stuff, wow. Sincerely Dow Croom Croom Flying Service Campbell, MO Hello Dow; It was sure good to see you at MidContinent Aircraft Sales in Hayti, Missouri after so many years. I agree, that Dennie Stokes is one heck of a pilot and a fine fellow to boot.—Bill

hover Folks, I would like your opinion. I’m purchasing a hovercraft that will fly up to 10 ft. Fly at 70 mph. Go anywhere. I’m thinking, would this unit be good for dusting? Google Universal

Hovercraft and watch the video of the 19xrw Hoverwing. I value your opinion. Thanks. Regards, Tom McEwan Hello Tom; Hovercraft now that’s a novel idea. I’ve never flown a hovercraft but from what little I know, I’d be concerned about its ability to track a straight line for the application GPS unit. Likewise, I don’t know the useful load of a hovercraft, but considering the spray equipment and hopper size, I doubt it would get off the ground. Then, there’s the issue of 50-foot trees at the end of the spray run or any other obstacle that you would need to pull up over.  Whenever someone writes to me and asks about an “off the wall” way to make an aerial application, I often wonder why, when there are basic standard equipment already available. It seems to me like trying to re-invent the wheel. If money is the ruling issue, then it would be best to not venture into the ag-aviation business. Ag-aviation is a highly sophisticated profession that requires high-end technology, not only in its aircraft, but the accessory equipment that goes along with it.  Good luck with your attempt. Please send pictures of your first application, should you decide to give it a try.  See ya, —Bill

article I just read you article about my brother Doug. Well written. I recall over 20 years ago many Alaskan pilots telling Doug he would never make it in business using an ag plane in Alaska. Well that was 20 years ago. You just touched on the surface of the story of Doug Glenn. Of the many Alaskan Bush Pilots, Doug is a rare bread, perhaps deserving of an entire book. Our father turned Doug loose in a Cessna 170 when he was just a teenager. I dont know if you met Doug or not but if you had, you met a legend before his time. I’d kindly ask that you send me a signed print of this magazine. Adam Glenn Twisp, WA Hello Adam; A pleasure to meet you, even if by email. Thanks for the kudos on the article about Doug. My first trip to Alaska was great. Yes, I did meet Doug and was fortunate to be able to spend most of the day with him. Unfortunately, the weather was low IFR and we were not able to take a flying tour. He tells me I have a standing invitation to return for that tour. 

I’m sure there is much more to write about Doug, but as it was, I was overwhelmed with information that could be considered loosely “ag” flying with his turbine Thrush. I’ve never been asked for a “signed” copy of AgAir Update, but you will surely have a couple in the mail to you, my pleasure. Doug may not know, but that cover feature story about him was published in three languages (Spanish, Portuguese and English) and read worldwide. —Bill

bang up Bill, please note my email has changed. Had a bang up year despite the slow start and it is slowly starting to wind down. See you soon at the next meeting. Mark Hartz Almyra, AR Hello Mark; We’ll get ya updated. Great you had a good season. Most did, but spotty with some really bad spots in the southeast and west Texas. Probably will see you a time or two in October. Give Scott my regards.—Bill

ContaCt YoUR REPRESEntatIVES... Not easy, you say? You may have found phone and fax numbers easily, or a service that provides more for a fee. But good email addresses can be elusive. Here’s a site that shows all you need about your politicians, including their voting record, with just two or three clicks. Go to http://www.congressmerge.com/onlinedb/index.htm, then insert your zip code - that’s all - and your reps’ names appear. Click on a name and much more shows up, including email address, committees, etc.

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corn Here is a group of ag pilots that spent the corn fungicide season in Osage, Iowa. Back Row, L-R Monte Bowling AT-301 (Wisconsin), Mike Williams AT-602 (Texas), DeWayne Phillips AT-502 (Texas) Front Row L-R Dave Russell Turbine Ag-Cat (Louisiana), Nick Busch AT-802 (Arkansas), Dan Yenner AT-802 (North Carolina), Royce Suggs AT-502 (Texas) It was a great season, and a privelege working with this great bunch of pros. I learned a lot from each of them. Sincerely, Monte Bowling Waterford, WI


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My name is Mark Thompson. I’m an ag operator in East Texas. I’ve been approached by local EAA Chapters and Rotary Clubs to present a program related to my business. GPS plays an important role in everyday life but not many people realize what GPS does for us ag pilots. I’m wondering if you have any video material (ie: video downloads, CD’s, etc.) you may share with me that I may use as a part of my presentation? Thanks, Mark Thompson Thompson Flying Service, Inc. Edgewood, TX Mark; I agree with you that the GPS approach for a presentation would be an interesting topic, lending professionalism to our industry with all that can be done with GPS units in ag-aviation We don’t have the kind of data you are looking for as far as I know. However, the email you sent to Hemisphere should promote a response.   I apologize that AAU is not any help, —Bill

Hello, writing from Argentina to renew my subscription, I’d like to know if I can give you a credit card number by email or if I have to do it by phone, Greetings, Javier Martiren San Gregorio, Santa Fe Argentina. Hello Javier, You may call 478.987.2250 and submit your credit card. Or, you may visit www.agairupdate.com and click on the subscription link and pay through PayPal. You do not have to have a PayPal account. It will securely accept your credit card for subscription payment. Thank you for being a subscriber to AgAir Update!—Bill

hints Mr Thurman; My name is Greg Dean. I go by “Deano”. I read your article in the September edition of AgAir Update and took mental notes. As an aspiring ag pilot, any hints from you will be put to good use. My brief background is that I’ve been pursuing an ag flying career for

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wing walking Hey Bill, I ran into Mr. Walt Pierce (R) here in Avon Park Fl . He flew ag with a lot of your senior readers (and juniors too probably). He still flies airshows with his wing walking act as the pilot, he probably doesn’t care to get out of the seat to walk a wing. His wing walking act picture is on the posters for the 2012 Sun N Fun for next March 27 thru April 1 2012. This ag aviation business has took on some major changes over the years.... “Keep the prop spinning” Jerry Wise Samson, AL Good to hear from you and glad to see you hard at work in sunny Florida. Thanks for the update on Mr. Pierce. Such a beautiful Stearman and put to good use for all the world to see. However, I did note; on the poster “Pierce” is spelled right side up, while in the picture of it and Mr. Pierce, it is upside down. I wonder if that is a printing error or if on the port side of the aircraft the lettering is like in the poster.—Bill

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the past two years. Lynn Carlson of Carlson Ag in Wendell, MN has acted as my mentor. I’ll attend the NAAA again this year in Las Vegas. I will be retiring from the military in May 2012 as a career fighter pilot and working on landing an ag seat in the state of MN (or wherever needed), my wife of 23 years home state. I especially took note of the mental fatigue that can lead to a kind of “auto pilot”, as you say, and put you in less than desirable situations! It seems to be smart to take small breaks to keep “loosened up” and mentally alert, instead of pressing too hard to “get’er done.” Anyhow, thanks for the Staying Sharp article and I look forward to hopefully meeting you at some point. Regards, “Deano” Greg Dean Niceville, FL Hello Deano; Thanks for all your kind compliments. Tracy forwarded your email to me. Mentoring with Lynn Carlson is about as good as it gets, along with attending the NAAA show in Las Vegas. Don’t forget to attend the TriStates in your area in February. One thing Tracy mentioned to me was the military could be a good source for recruiting (no pun intending) ag-pilots. Presently, I am trying to figure out a way to provide special subscriptions to our military pilots who may be interested in pursuing an ag-pilot career, such as yourself. Getting the names and addresses is the main problem. At this point, I am considering polling AgAir Update’s subscriber base for them. Any suggestions for yourself or some reading this are welcome. Good luck—Bill

service Thank-you, AgAir Update. You guys have a great magazine and even better service. The mailman misplaced my August issue, so I called your office two days ago at 5:00 P.M. to see if I could get another one sent. The young lady was very pleasant and cooperative. She even said she’d drop another magazine in the mail that afternoon. Believe it or not, I received it the next day! You can’t beat service like that. Keep up the good work. Sincerely, Eric Baggarley Lizella, GA Eric, It sure has been a long time, my friend. How are your father, Luther, and brother Michael doing these days. It is a real shame you live within 20 miles and I haven’t been able to get by for a visit in over 20 years! Does Luther still live at his air strip in Roberta? Thanks for the compliments, we try!—Bill

featured Hello Bill, how are you doing? I hope you are doing well. Sorry to bother you, I was wondering if you can send me a copy of the article where my company was featured. I can not find the paper and I need a copy for a project I’m doing. I would appreciate if you could send me the article, hope to see you soon. Big Hug, Omar Diaz Cordoba, Argentina Hello my friend; It is very good to receive your email. I am doing very well. I hope that all is well with you and you have had good seasons/work. I found the editions you requested. I

will be mailing them to you today. I am glad to be able to do this for you. Please stay in touch. —Bill

update I wanted to see if we could get a copy of the issue that spoke about Bernie Koch’s AT-402 accident....probably the June issue? Our subscription has expired but we’re renewing it today. We’ve been really busy without my brother, Bernie Koch, available to help when the acres started pouring in. He is recovering very well since his AT-402 accident in May. He is walking on his own but facing further corrective surgeries. When we saw him last weekend, he was wondering if he could ride his Harley!!!! Scott Koch Cheyenne Wells, CO Morning Scott; Good to hear from you, hope the rest of the family is doing well. I’ve been following Bern’s progress through Ruthie’s writings on the Net and it has been nothing short of remarkable and a miracle.  I’ll have Brittni dig up a couple of copies and send to ya.

student I’m a junior at the University of Central Arkansas in Conway, AR. I’m starting research for my thesis this semester. My thesis is The Evolution of Crop Dusting and Its Effects on Agriculture in Arkansas Today. My advisor is Dennis Gardisser. He suggested I contact Bill Lavender for additional information and resources for my research. I would appreciate any information you can give me! Thanks! Laura Maxam Conway, AR

Hello Laura; Please feel free to visit www. agairupdate.com for all the information you should need. Be sure to view the “Spreading the Facts” link for detailed info. If you are interested in the early years, from beginning to about 1980 for ag-aviation, then Mabry Anderson’s book, “Low and Slow” is a must read. You can order it from our web site. Good luck with your thesis, Bill Lavender Publisher

recovery I am inquiring about how many hours it takes to recover an Ag Cat, complete tail surfaces, elevators, horizontal stabilizer, rudder? Suzanne Harper Hello Suzanne; A long time? Just kidding. I am copying Dick Reade of Mid-Continent Aircraft, Emory Lyon of Lyon Flying Service and Peg Klemetson of Sky Tractor Supply with your question, as I personally have not had the experience to recover an Ag-Cat. I repainted one, once, in 1979. It was a huge job, but that included the top and lower wings and fuselage.  I am sure Mid-Continent, Emory Lyon and Sky Tractor Supply will give you an estimate to how long this project will take. I would be interested to know, as well.  Thanks for your email to AgAir Update,—Bill Minimum of a rough estimate is $20,000 plus, and includes disassembly and reassemble. 200 hrs @ $80.00 per hour plus prepping airframe, just an estimate however. Regards Dick Reade Mid-Continent Aircraft

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October 20114/12/11

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Jim Morris Crop Duster by Tracy Thurman The radio crackled in my ear: “Tracy, this south edge looks a little light, maybe you’d better put a pass right alongside the road here.” I rolled right, tucked it down a little lower, and lined up on the road he mentioned, held it straight and hit the money handle. Nearly fifty seasons of experience was behind that voice, so I did just as he said. It felt good to hear him come back and say “You got it, good job!”

He is a soft spoken, square shouldered man that has a quick smile and hardy laugh. There is a gleam of youthful exuberance in his eyes that belies the eightyone years of living they have seen. He is a soft spoken, square shouldered man that has a quick smile and hardy laugh. There is a gleam of youthful exuberance in his eyes that belies the eighty-one years of living they have seen. His gait may be a little slower and there might be a slight stoop to his back, but Jim Morris is a crop duster pilot. One of a generation that helped to define the term. He flew his last season over the same fields where he flew his first. At the age of seventy-six, he was still sitting in the cockpit of a 600 HP Ag Cat. He spends the season now in the cab of a pickup truck lending his experience and

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Jim Morris with his 1929 Travelaire, circa 1962, outfitted for seeding rice near Live Oak California. Jim says it was one of the best flying aircraft he has ever flown. Its current owner, Maurice Hodges, of Jenks, Oklahoma agrees.

expertise to this generation of ag pilots, passing down the tricks of the trade, just as they were passed to him. Jim’s flying career began as a simple love affair with airplanes. He learned early on that he had a knack for mechanic work and soon thereafter found that a guy could trade those skills for time in a J-3 Cub and a pilot’s license. It was 1946 at the old Nevada City airport where a lanky sixteen-year old future crop duster pilot took to the sky and found where he belonged. He credits his ability as an aviator to the

instructors he had back then, the same men who had not long before trained pilots who would go on to prowl the skies of Europe in Mustangs and Thunderbolts. Jim spent his early years working as a truck driver and a mechanic, raising a family, rebuilding old airplanes and flying whenever he could. The heroes of his youth, however, were crop dusters and the sunny days of life around an old dirt strip and oil splattered bi-planes never left him. In 1958, Jim went to work for Tom Bowles, his uncle and an ag operator in Live Oak California.

Within short order, Jim had swapped his wrenches for a flying helmet and goggles and began a career that would take him farther in life than he ever imagined. I had the opportunity to sit down with Jim one day and discuss his life and career. He spoke of today’s ag pilots being “pretty sharp”, yet he had to point out we are a bit spoiled. “These days, a guy gripes if his air conditioner stops working, back then we were just happy if the motor kept running.”


Jim was eager to talk about the people he has worked with. The men who were his friends, now, sadly are gone. He spoke of the ones he had known and lost contact with and those who met their ends in crashed airplanes. “The best part of my life has been the folks I’ve got to work with and the airplanes I’ve got to fly,” he said thoughtfully, but then shook his head slightly and continued. “Back then, it seemed like every season you would lose a couple of friends.” When asked about today’s ag aviation industry, he is quick to point out the advances and improvements in safety that have taken place over the years. Though he never worked one himself, he credits the turbine engine with its reliability and power as the biggest factor, followed closely by the incorporation of the locking tail wheel. “There were a lot of hurt pilots and

smashed up airplanes because of ground loop accidents,” he said. I asked him to sum up his experiences, having done all of his flying in Northern California. “I like the rice work. You can see the quality of your work as the season progresses. As a pilot, I can’t say that I was ever the best or the fastest, but I always did the best job I could. Sometimes it wasn’t all that great, sometimes it was, either way I always knew that I done the best I could that day,” explained Jim. He is positive about the future of the industry, but is skeptical about the impact of regulations and bureaucracy. “I think we got it down pretty good, but it’s only gonna get tougher.” I asked him if he were twenty years old today, would he do it all over again. He grinned widely, “Absolutely, in a heartbeat.” Jim Morris is a crop duster pilot.

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SpeedAgro receives 2011 Premio CITA award On Tuesday, July 19, 2011, at the 125th Rural Exposition, SpeedAgro was recognized with the Prize Citation 2011 for meeting a specific set of requirements for controlling pests and diseases with the technological innovative adjuvant formulation Silicone SpeedWet NG. The event was held in the main auditorium of La Rural Exhibition Center and attended by over 600 people, including government officials from national and provincial governments, the Argentina Rural Society and the Chamber of Manufacturers of Agricultural Machinery . The selection committee was composed of prestigious professionals, Dr. Mario Bragachini, an indisputable leader in precision agriculture and Dr. Anibal Marcelo Carmona, a respected plant pathologist for FAUBA (Agronomist falculity of the University of Buenos Aires).

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The contest included a series of items that related to the control of pests and diseases. Each contestant had to fill out a registration form detailing what it was innovation and what was the purpose of development. Instructions were clear that the entrant must submit an original idea that represents a technical evolution that may involve or represent an improvement in the efficiency of an application, the quality of the products used for the safety of the environment and results from practical applications in rural areas. SpeedAgro submitted the registration form along with informational materials and tests to support the submission for its Silicone NG SpeedWet. It is composed of an adjuvant formulation that allows it to be used in place of crop oil for different types of applications and crops with a dose 20 times lower than crop oil. The company’s formulation also

reduces the volume of water needed to cover the spray target surface. Its advantages include: Eliminating the risk of phytotoxicity of crop oil, elimination of risks of toxicity, reduction of water for applications, increased productivity of crops, direct savings for implementation costs and efficient logistics SpeedAgro adds another milestone in its expansion strategy, developing new marketing horizons nationally and internationally and investing in new technologies that directly benefit the producer and the aerial applicator, always based on two pillars, excellence and innovation.


NZ adopts AIRCARE program In an effort to pre-empt undue regulations and maintain the sustainability of the New Zealand aerial application industry, industry leaders have developed and instituted the new AIRCARE program. Under this new program, much like the United States’ PAASS program, aircraft, hangars and engineering facilities will support the AIRCARE logo which will assure the public that the organization is dedicated to environmental responsibility and a high level of performance. Aerial operators will be encouraged to attend new and ongoing AIRCARE meetings to have several key industry issues explained. Some of those issues: A major threat to aircraft activities is poorly written legislation being developed to protect the environment; the way the industry is reacting to threats is to develop the AIRCARE Program; the AIRCARE Program is an enabling program; the industry has to be sustainable and the best way to guarantee that is to enable members to go to work in the face of this legislation. Operators will have seen in the previous sessions that the industry is promoting best practices that enable sustainable operation

– including environmental safety. The new AIRCARE program promotes two other benefits to operators: Instead of having 15 government-written plans that are all different and sometimes unworkable for aerial operators, the plans will be based on the codes of practice the industry has already written, meaning that they will be based on requirements aerial operators are able to comply with (because the industry won’t write codes it cannot comply with). The AIRCARE Accreditation Program includes codes of practice about discharges (spraying and topdressing) and Amenity Values (the Noise Abatement code). An AIRCARE Elite status is available to any operator who chooses to have senior personnel qualify for a diploma in risk management. On April 27th, The National Rural Fire Authority adopted AIRCARE as the vehicle to deliver the performance standards they require. This will involve an additional code of practice for fire fighting due to be completed by September 2011. The AIRCARETM Program was launched at Parliament on 10th May 2011.

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Kiwi company TracMap scoops APAC titles at Global Security Challenge’s regional finals Dunedin business TracMap has scored a major coup, winning a category of a very prestigious international security title.  The Mosgiel-based company, which produces vehicle-based GPS guidance solutions, won the Asia Pacific final of the Global Security Challenge in Sydney on Thursday.  It is one of six regional winners from around the world to compete for the international title and a share of US$500,000 in London in October.   TracMap secured the regional Small and Medium Enterprise (SME) Award.  EasySecured Software & Services from India, a two-factor authentication provider, won the start-up category.  Managing Director Colin Brown made his presentation on the company’s newly released Search and Rescue system to the internationally-renowned award judges at the Security 2011 Exhibition earlier in the week, and received very positive feedback. He and the rest of the TracMap team are “over the moon” to have gained such a massive international accolade, and the boost in profile that goes with that.  “The award recognises the work we have put into making our GPS guidance and reporting systems both functional and very effective, and validates our vision for the global potential of our products.  We are very proud of what we have achieved.”   TracMap provides a complete GPS guidance solution for aircraft, boats and land-based vehicles operating in Search and Rescue, defence and law enforcement situations, as well as in precision aerial agricultural applications, making operations safer and more effective when operating in demanding outdoor environments.  This saves time, money and most importantly, lives.    A key component of TracMap’s awardwinning solution is the Aviation Search and Rescue system, which allows the most effective search patterns to be created.  This makes the difficult task of allocating and accurately searching large areas significantly easier.  The first system installed into Westpac

Rescue Helicopters in Auckland is estimated to have reduced their flight time for searches by up to 50 percent as a result of accurate flying of the search pattern, elimination of the requirement to re-fly areas to ensure complete coverage, and the ability to have a co-ordinated systematic approach to the search.

about TracMap TracMap specialises in GPS based guidance and mapping systems for vehicles across a wide range of applications. It is now the largest agricultural GPS business in New Zealand, with its GPS-based system for vehicles being used in over half of all fertiliser trucks, and on a growing number of farms in the country  Its GPS guidance and proof of placement mapping systems are also being used in aviation, including aerial applications from helicopters or fixed wings aircraft, and also urban based uses such as sprayers and mowers, particularly for councils.  With a staff of 22, it exports its products to eight countries, including North America, Russia, South Africa and Australia.  TracMap was named top emerging company at the national Hi-Tech awards 2010.  It was the 8th fastest growing company in New Zealand in the 2009 Deloitte fast 50 awards, and was 50th fastest growing technology company in the Asia Pacific region in the 2009 Deloittes fast 500 awards.  It won the Telecommunication Users Association of New Zealand (TUANZ) Rural Award in August 2008 and was finalist in the Initiative of the Year, Mobile Application of the Year, and ICT Innovator of the Year categories.  TracMap was also one of three finalists in the Gen-I NZ Incubator awards for Innovation of the Year. About the Global Security Challenge The Global Security Challenge looks for new technologies and innovations that address public security needs, and is supported by US Department of Defence agency, the Technical Support Working Group (TSWG), BAE Systems plc and

Nauta Capital. The competition features two categories, one for start-ups, which is open to embryonic companies, concept projects or university research projects, and one for SMEs (small and medium enterprises) with annual revenue and investments under US$15million. TracMap and EasySecured Software & Services will be competing with regional titleholders from the UK, Europe, US East and West Coast and the Middle East at the Global Security Challenge global finals.  It will take place as part of PitchLive, to be held in London, UK from October 24 – 25, 2011.  A high profile panel comprised of some of the most renowned security and start-up experts from the US and Australia judged the live APAC presentations at the Security 2011 Exhibition in Sydney.

Colin Brown

October 2011

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AT-802 SAIB - flight controls, elevator tab control system SAIB: CE-11-49 Date: August 26, 2011 This Special Airworthiness Information Bulletin (SAIB) informs registered owners/ operators of all Air Tractor, Inc. Models AT-802 and AT-802A airplanes of an airworthiness concern. Specifically, this SAIB provides guidance for general and detailed inspection and lubrication instructions for the elevator trim control system. At this time, this airworthiness concern has not been determined to be an unsafe condition that would warrant airworthiness directive (AD) action The Federal Aviation Administration (FAA) received a report of a failed weld on the elevator trim actuator attach clamp assembly bracket, part number (P/N) 70857-1, on an Air Tractor Model AT-802 airplane having approximately 5,000 hours time-in-service (TIS). The failure resulted in the airplane

experiencing an unprompted pitch change during flight. The failure of the clamp assembly bracket was the result of the elevator trim system binding due to lack of lubrication of the elevator trim/ boost tab bushings. The AT-802/AT-802A owners manual requires the elevator trim/boost tab bushings be lubricated every 100 hours TIS. In response, Air Tractor, Inc. has issued Snow Engineering Co. Service Letter (SL) #300 to remind owners of the importance of complying with the recommended inspection and lubrication schedules in the AT-802/AT-802A owners manual. SL #300 specifies the elevator trim/boost tab bushings be inspected and lubricated every 100 hours TIS in accordance with the Air Tractor AT802/802A owners manual. The SL also recommends a one-time inspection of the elevator trim actuator clamp assembly bracket, P/N 70857-1, for cracking in the weld. An improved replacement

clamp assembly bracket, P/N 70857-5, is identified in the SL. The replacement bracket incorporates a weld on both sides of the mounting bracket to increase resistance to flexing at the weld location.

We recommend that you report any brackets found cracked during any inspection.

actions of Snow Engineering Co. SL #300 as described above, including the procedures and time intervals included in the SL. In addition, we recommend that you report any brackets found cracked during any inspection, to include crack location and size, to the FAA using the Further Information point of contact listed below. Under the provisions of the Paperwork Reduction Act (44 U.S.C. 3501 et seq.), the Office of Management and Budget (OMB) has approved the information collection contained in this SAIB, and assigned OMB Control Number 2120-0731.

If cracks are found in the actuator clamp assembly bracket, P/N 708571, replace the bracket with improved bracket P/N 70857-5 before further flight. The improved bracket P/N 708575 is incorporated in production starting at aircraft serial number 802A-0417. The FAA recommends you do the

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LEGENDARY. PROVEN. PRECISE. IS PROUDLY PT6.

Like the thousands of other PT6-powered aircraft operators, Top Hat Ag owner Stan Jones is proudly PT6. With 23,000 engines in flight, pilots trust the PT6 more than any other engine of its class. Yet this remarkable engine hasn’t just made history. With continual technology improvements and rock-solid performance, it defines the future. Are you proudly PT6? Join the nation. At PT6Nation.com.

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The missing clams by LB Davis Several years ago, Davis Ag Consultants, LLC received an assignment involving a commercial mosquito sprayer in Florida near the Gulf of Mexico. The claimant wanted approximately 1.5 million for damage to his commercial salt water clam operation. There were other commercial clam producers in the immediate vicinity that had no problems. In nature, adult clams go through the mild Florida winter and as the water warms in the spring the females spawn into the salt water. Then, the males release sperm into the water to fertilize the eggs. Thousands of eggs are not fertilized and soon die. The young clams (fry) are microscopic in size when they first enter the world. The percentage of fry which survive to adulthood is extremely small. In commercial production, adult clams, male and female, are kept in saltwater incubators and the temperature is carefully controlled. The salt content in the water is also carefully controlled. After a simulated winter, the temperature is gradually

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increased, causing the females to spawn and the males to release sperm to fertilize the eggs. Afterwards, the adults are removed to start the cycle over. The young, immature clams are moved to another area of the laboratory and fed special algae. As they grow, the food concentration is changed to fit their needs. They are first noticeable to the naked eye in the lab when they are about the size of the head of a pin. When they are about the size of a man’s thumb, they are taken to the bays and lagoons connected to the open sea. They are placed in either a special “burlap-like” sack, which is about 3.5 to 4 feet in length and about 2 feet wide, or a wooden box. About eight clams are placed in each sack. The clams are evenly spaced in the sack as it is staked to the bottom. At maturity, the sacks are harvested and the clams removed and sold. To have a profitable commercial clam operation requires good equipment that will meet the criteria set forth above. We visited a USDA lab on the Atlantic Coast that conducts research in commercial production of saltwater species. In part, AgAirUpdate 4.66" x 6.03 because I have done research at the Stoneville (MS) USDA Experiment Station, I

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was allowed to see and observe their equipment and operation procedures almost in a “hands-on” situation. The PhD in charge of the laboratory was nicknamed “Dr. Clam” and had a personalized license plate on his truck staking claim to the title. This claimant’s operation and laboratory were located on an old but apparently man-made canal that extended 1/2 mile or more from the edge of the bay that connected to the Gulf of Mexico. The canal was about 60 feet wide at water level and reportedly about eight feet deep. The claimant’s place was on the north side of the canal, almost at the end, away from the bay. We visited, made notations regarding his equipment and environs, and took pictures. We had him show us how he moved the developing young clams in his laboratory as they grew. We paid special attention to the water used, including his saltwater well”. We took samples of the water at various points of the operation. We had these analyzed for pesticides and salt content. We found no pesticides present in our samples. We found that his equipment was not capable of the degree of

temperature control required and that he did not have enough equipment to turn out the production for even a small portion of the amount claimed. To cap everything off, the salt content in his water would not support growth and adequate development of the immature clams. After the clams reached thumb size, they will tolerate a wide variation in the salt content. However, before that stage of growth, they require a very specific salt content in the water or very, very few will survive. Based on the evidence we were able to develop, the claim was completely denied. Seeing what he was faced with, the claimant decided not to pursue the matter beyond a denial of liability. If that were not enough, I got to have a “goodly portion” of what must have been the best clam chowder ever in a small, local restaurant close to the claim site.

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Hanging by the prop used for fire fighting. For the popular Hamilton-Standard 12D40-100AG, or -12 prop, it should be in the prop shop for overhaul within 1,000 hours or five years, whichever comes first. Once the propeller is installed, the calendar limits start toward overhaul time, even if the propeller is not being used, due to corrosion and seal life. One of the better prop shops in the country, Sensenich Propeller Service, is located in Gainesville, Georgia, Lititz, Pennsylvania and North Windham, Connecticut, providing service throughout the eastern United States. AgAir Update visited Sensenich’s Georgia facility recently, after having both of its Baron propellers overhauled there.

That so-call “perfectly working” prop may

Dan Landis: These blades have their “Travelers” attached.

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AIRCRAFT SALES & SERVICE

by Bill Lavender GAINESVILLE, GA — Apart from the engine, the propeller is probably one of the most critical components of the aircraft. It may even be the most critical. When an engine fails, there is a reasonable chance the ag-pilot will land with minimum damage to the aircraft and himself. When the propeller fails, in flight, the future of the flight is uncertain. A slung blade would literally destroy the aircraft inflight. Fortunately enough, catastrophic propeller failure is a rarity. Having confidence in your propeller shop is essential. An operator cannot simply operate the propeller until it fails. At some point, the prop needs to be removed for overhaul. In most cases, it is in working order. Different props have different recommended overhaul times, be it tach hours and/or calendar days. The typical three-blade propeller for a PT6A-34AG engine, probably the most popular of ag props, is manufactured by Hartzell Propeller and has a recommended overhaul schedule of every three years or 3,000 tach hours, whichever comes first. If Hartzell’s Service Letter 253 is followed, the overhaul interval can be increased to 60 months, including those

fail catastrophically. It takes discipline to remove a perfectly working propeller for overhaul. However, that so-call “perfectly working” prop may have hidden issues that could cause it to fail catastrophically. In many cases, the aircraft owner will see telltale signs, leaking oil, hanging in feather, won’t cycle properly, vibration, etc., that leaves no doubt the prop is due servicing. It is the unknown that can create the problem, corrosion on the shank, cracked hub, deteriorated seals and the like. Sensenich Propeller Service has been in business since the early 1940s. Today’s company is a spin-off from the original Sensenich Propeller Company that manufactured wood and metal props. In 1994, Joe Maus and Ray Hershey bought the overhaul and repair division of Sensenich Propeller Company, changing the name slightly to Sensenich Propeller Service and is not affiliated with Sensenich Propeller Company. After setting up shop in Pennsylvania, Sensenich opened its overhaul and certified repair station in Gainesville, Georgia in 1994 and Connecticut


Neal Jones, Shop Supervisor, setting up a blade in the Aero Scan. in 1996. The Gainesville location is managed by Dan Landis. Sensenich Propeller Service can overhaul all types of ag-aviation props and most general aviation props, except for the Hamilton-Standard Hydromatic prop. The Gainesville shop employees 17 full and part time employees. One full time and one part time employee log over 100,000 miles a year in the Sensenich service truck, covering a 300

to 400-mile radius of north Georgia on a regular basis. However, props are picked up by the truck at any location in the U.S with prior arrangements and a small surcharge. Those props in the normal service area are picked up and returned at no charge to the customer. Once the prop arrives at the prop shop, it is tagged, assigned a service tray and is taken to cleanup. Afterwards, it is moved to teardown. While all this is going on, Dan will review the propeller logbooks, checking for Airworthy Directives (ADs) and determine the scope of work needed after inspection. He will then call the customer and explain his findings and acquire an approval for the work order. Progressing through the overhaul process with its work order and check-off sheets, the propeller is disassembled and has its old paint removed with a plastic bead blaster and paint remover. Glass bead blasters are not used since they can “move” the metal and hide cracks and defects. After passing a Zyglo inspection (a non-destructive, fluorescent penetrate inspection for surface cracks and other discontinuities in non-porous material, both ferrous and non-ferrous), “blade travelers” are attached to the blades.

Before the Aero Scan, blades had to be manually measured at “stations” per the manufacturer’s specifications and handwritten documentation noted as seen here for a propeller that Aero Scan does not have the software to measure it.

This is a document that identifies the blades and keeps them with the other propeller components. All the components of the propeller stay associated with its assigned cart and work order during overhaul. Blades are scraped most often due to being out of tolerance, meaning there is not enough blade remaining to dress out

and balance within the manufacturer’s specifications,. e.g. thickness or width. The blade is checked for being within tolerance by an Aero Scan blade measuring machine. In the past, technicians had to manually caliper measure a series of “stations” on the blade and plot the measurements to be sure the blade was within tolerance. The

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After a blade has passed visual and nondestructive inspections, the aluminum parts of the propeller have alodine applied for corrosion prevention and help the finish paint to adhere. All steel parts are cadmium plated for the same reasons. Then, the blades are painted with Sherman Williams’ polyurethane enamel Polane paint, the same paint the manufacturer uses. Polane can accommodate the In the grinding room, a two-blade propeller having its blades statically balanced on a fulcrum.

Aero Scan eliminates this painstaking job by scanning the propeller blades in five to seven minutes. The width, thickness, face, base and edge alignment and angles of the blades are measured at manufacturer-specified stations. What used to take a technician 20 minutes of measuring, now can be done with the Aero Scan in one minute. The measurements are documented, printed and assigned to the propeller. Blades are further inspected for pitch. A cold rolling machine strengthens the shank. An optical comparator verifies shank dimensions.

In some cases, a blade will go through the shot peening process. Shot peening is a cold-working process in which a metal part is bombarded by tiny balls of steel. During the shot peening process, each piece of steel that strikes the blade acts as a tiny hammer and creates a dimple in the blade’s surface. Below the surface, the material tries to restore its original shape, thereby producing below the dimple, material that is highly stressed in compression. Because the dimples overlap on the blade, shot peening provides a considerable increase in blade life.

A blade receiving a coat of Polane paint.

inherit flexing of the blades. After painting, the blades are again individually balanced using lead wool inserted into the shank of the blade. Next, the propeller goes into the assembly area. Once it is assembled, it is static balanced for the last time. Small engine props are balanced using a mandril balancer. Turbine engine props are balanced with a Marvel suspension balancer. Now, the propeller is ready for delivery to the customer. An operator should always monitor how his propeller cycles and how well it feels balanced. Annually dynamic balancing is a good practice that not only affects the longevity of the propeller, but the engine and airframe, as well. Other areas of inspection during

The alignment mark to look for on the blade shank and hub of a Hartzell prop.

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Maurice Ericson does a manual pitch check on a propeller. A prop disassembled on its assigned cart.

normal use of a Hartzell propeller should include checking the alignment stripe on the blade clamp and blade shank. Use of reverse can change this alignment, making it next to impossible to dynamically balance. Aircraft that are left outside during or nearby a thunderstorm, and even in flight, can be struck by lightening. This will require the propeller to be demagnetized. Evidence of a lighten strike can sometimes be seen by a small hole in the blade where the lightening exited the aircraft.

A prop strike can be defined as contact with any object such as the ground or a wire. All prop strikes have to be addressed. Even with the “mildest” prop strike, the momentary change in propeller speed delivers a load that carries throughout the engine. With a PT6 engine, this can cause damage to the number 6 bearing, which can lead to engine failure. With the piston engine, even the seemingly most minor prop strike can damage engine crankshaft counterweights and other moving parts. Any oil seepage from the hub is cause

for concern and a need for the problem to be resolved. It could be something as simple as a seal, or worse, a crack in the hub. Anytime the spinner is removed, it is important to install it in the exact location it was removed from to maintain propeller balance. When the spinner is installed, care should be given to pre-load the spinner with shims in the spinner support. If the spinner is replaced, the prop should be rebalanced. Nicks should be dressed out by someone that understands the process

and when the nick should be examined by a prop shop. With today’s digital cameras and email, it is easy enough to send to the prop shop digital observations of the condition of the propeller. If a smooth running engine and a long, safe life for the propeller is desired, inspect it during the walk around and overhaul it at required intervals. If there are questions concerning the propeller, give Dan Landis at Sensenich Propeller Service a call at 800.791.7767 for excellent advice and service.

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October 2011

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FAAA successfully works with county commissioners to develop MET tower marking In Palm Beach and St. Lucie Counties, the Florida Agricultural Aviation Association has been successful in communicating its concerns regarding the marking requirements for towers that are 200 feet or less in height. On August 2, 2011, the Association attended the St. Lucie County Board of County Commissioners Public Hearing regarding amending the text of the land development code to include meteorological towers in agricultural -5 zoning districts. It presented its position that all MET towers in agricultural areas where aerial application is used should be marked according to the recommendations made by FAA on June 24, 2011. The Associations comments were well received and the ordinance which originally stated meteorological towers shall “be painted a neutral color which is non-reflective to conform with the

surrounding environment and reduce visual obtrusiveness” was revised to “shall conform with the voluntary marking requirements for meteorological evaluation towers set forth in the June 24, 2011 recommendations issued by the Federal Aviation Administration, published in “The Federal Register” as “Marking Meteorological Evaluation towers”, and any related Advisory Circular or federal regulation which may be promulgated by the Federal Aviation Administration. The St. Lucie County Board of County Commissioners also agreed to request advance notification be given to aerial application operations in the vicinity before the towers are erected. The Palm Beach County Board of County Commissioners addressed the issue of aircraft hazards created by MET towers by amending their ordinance to include the following marking requirements. 1) Paint

will be applied to the top 1/3 of the MET tower in alternating bands of international orange and white. 2) Three orange guy wire marker spheres will be installed on each of the outer guy wires of the MET Tower. 3) 10 foot yellow florescent sleeves will be attached on either side of each marker sphere. 4) A low-intensity flashing red light will be mounted at the top of the MET Tower. 5) 10 foot yellow florescent sleeves will be attached to each guy wire at the anchor points of the MET tower. The Association found county commissioners to be very receptive to its concerns and most had not even thought about the hazards created by the erection of MET towers in agricultural areas. Agriculture is vital to the economy of both of these counties and they are anxious to work with the Association to insure the safety of its operations around MET towers. Source FAAA

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aeromedical advisory Frederick E. Tilton, M.D. FAA Federal Air Surgeon

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I know we all agree that alcohol has no place in aviation. That’s why the Airman Medical Application Form 8500-8 includes a question about any arrest or conviction “involving driving while intoxicated by, impaired by, or while under the influence of alcohol or a drug.” The FAA also requires airmen to report a DUI arrest or conviction to its Security and Investigations Division within 60 days of its occurrence. Last year, in response to a 2007 National Transportation Safety Board (NTSB) Safety recommendation, the FAA modified its policy for DUI reporting. The previous policy only required detailed documentation if an airman had more than one:

• DUI, • alcohol related/drug arrest, or • conviction. The revised policy requires an airman with a single DUI arrest or conviction to provide a complete copy of the arrest report and/or court records to his or her Aviation Medical Examiner (AME) so that the AME can determine whether there might be a substance abuse or dependence problem. If the records indicate a recorded blood alcohol content (BAC) of .15 or greater, or if the AME believes that the airman has a substance abuse or dependence problem, he or she must defer the application decision to the Aerospace Medical Certification Division (AMCD) in Oklahoma City.

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NOTE: If an airman’s BAC is .20 or higher, the Office of Aerospace Medicine will require additional information because a BAC of .20 or greater implies alcohol tolerance which in-turn implies alcohol dependence. What to Bring Here are some of the items an airman with a DUI should bring to his or her next aviation medical examination. The AME (or the AMCD) also has discretion to require additional information or documentation if they deem it necessary. • All court records • Arrest records (including all

statements by the arresting officer, field sobriety test results, etc.) • Results of any BAC determinations (breathalyzer or actual blood test) • Any medical evaluations done in connection with the incident • A written statement describing the event in the airman’s own words We would all prefer that such policies were not necessary, and I sincerely hope you will never need to use the information in this column. However, I believe that this policy helps to make the national airspace safer, and that is the most important consideration. FLY SAFE!!

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Q&A

October’s answer by Warren S. Silberman, D.O., M.P.H., manager of FAA’s Aerospace Medical Certification Division

question: For several years, I have had an Authorization for Special Issuance for Medical Certificate (waiver) for secondclass physicals with the limitations of “corrective lenses” and “Not valid for

question and answer

any class after ...” The reasons for the waiver are type 2 diabetes and a heart stent implanted in 1999. In order to obtain this waiver, each year I must have statements from my diabetes doctor and from my heart doctor. In addition to the

statements I must submit lab work and results of a stress test with alternate years being nuclear. As I get older (currently 67) the odds of me needing the class two diminish. Both my doctors have stated to me and in their reports to the FAA that they do not believe I am any more at risk of sudden incapacitation than the general public. Would the requirements for a waiver and thirdclass physical be less stringent than for second-class?

answer: For diabetes mellitus on oral medications, the requirements for each of the classes are the same. An airman must provide a current status report that informs the FAA of the current oral diabetic medications and whether you have evidence of any end organ involvement of your condition. The airman also must

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provide a hemoglobin A1C value drawn within the previous 90 days. As for the history of angioplasty and stent to treat your coronary artery disease, the requirement would be a yearly status report, a lipid panel [good and bad cholesterol levels] and a fasting blood sugar, and the results of a maximal exercise stress test. This is to be contrasted with the requirement for every other year maximal nuclear stress testing. Coronary heart disease is a condition that will change over time, and the FAA will have requirements for the rest of your flying days.

question: Having undergone a coronary artery bypass graft (CABG) and now being required to undergo an annual stress test to maintain my third-class FAA medical, is there any chance that my third-class FAA medical would ever be valid for a period longer than just one year?

answer: I hope you read the second portion of my answer to the airman in the last question. Unfortunately coronary artery disease is a condition that will change over time.

For this reason, the FAA issues an airman a waiver known as an Authorization for Special Issuance. The regulation that allows the Federal Air Surgeon to do this is 14 CFR 67.401. Coronary artery disease with required treatment is specifically listed as disqualifying. For this reason, the airman must demonstrate he or she is safe to fly for the time period that the examination is in effect, and then to demonstrate on a regular basis that he or she remains medically safe to fly. Thus, we “time-limit” the medical certificate. Your medical certificate will be time-limited for one year intervals so we can review regular evaluations from your treating physician and the stress testing. Warren S. Silberman, D.O., M.P.H., manager of FAA’s Aerospace Medical

Certification Division, joined FAA in 1997 after a career in the U.S. Army Medical Corps. Dr. Silberman is Board Certified in Internal Medical and Preventive/Aerospace Medicine. A private pilot with instrument and multiengine ratings, he holds a third-class medical certificate. Dr. Warren S. Silberman and his staff

administer the aeromedical certification program for about 600,000 holders of U.S. pilot certificates and process 450,000 medical certification applications each year.

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Carlin Lawrence carlin@agairupdate.com

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be complete, thoroughly equipped for every good work” (2 Timothy 3:15-17). “The Word of the Lord makes wise the simple; and in keeping God’s Word there is great reward” (read Psalm 19:711). “I have more understanding than all my teachers, for Your Words are my meditation” (Psalm 119:99). Speaking of God’s Words, Moses wrote, “You shall teach them diligently to your children, and shall talk of them when you sit in your house, when you walk by the way, when you lie down, and when you rise up. You shall bind them as a sign on your hand, and they shall be as frontlets between your eyes. You shall write them on the doorposts of your house and on

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your gates” (Deuteronomy 6:7-9).The knowledge of God and Jesus Christ gives us an understanding of God’s grace, which gives us peace in our life that passes human knowledge. The knowledge of God’s Word gives us a greater understanding of His precious promises, and the wisdom to escape the corruption that is in this world (2 Peter 1:2-4). God created mankind and expects mankind to obey His Word (Genesis 2). Disobedience separates us from God’s blessings (Genesis 3). “The Word of God is living and powerful.” Hebrews 11:3 says, “By faith we understand that the worlds were framed by the Word of God.” God spoke His Word and the universe came into

existence. In Genesis 1:3 God said, “Light be, and light was.” Light was created by the Word of God. Jesus said, “It is the Spirit who gives life; the flesh profits nothing. The Words that I speak to you are spirit, and they are life...My sheep hear My voice, and I know them, and they follow Me. And I give them eternal life, and they shall never perish” (John 6:63, 10:27-28). In His prayer to His heavenly Father Jesus said, “Father, the hour has come. Glorify Your Son, that Your Son also may glorify You, as You have given Him authority over all flesh, that He should give eternal life to as many as You have given Him. And this is eternal life, that they may know You, the only true God, and Jesus Christ

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whom You have sent” (John 17:1-3). God’s Word shows us the only way to eternal life in God’s heaven.

Jesus said, “Now you are clean through the Words that I have spoken to you” (John 15:3). Jesus said, “Now you are clean through the Words that I have spoken to you” (John 15:3). The Word of God has the power to clean up a person’s life—to get the sin out of a person’s life. The psalmist wrote, “How can a young man cleanse his way? By taking heed according to Your Word” (Psalm 119:9). If a man or woman wants to get the sin and worldliness out of their life the Bible will show them the way. “Your Word I have hidden in my heart, That I might not sin against You” (Psalm 119:11). As a person hides their earthly treasures so no one can steal them, so a person should hide God’s Word in their heart so sin cannot enter into their life. “The

entrance of Your Words gives light; it gives understanding to the simple” (Psalm 119:130). There is not a man or woman on this planet that God’s Word cannot open their heart and mind to the blessings that God has for them through faith in Jesus Christ. “You will find the Lord if you seek Him with all your heart and with all your soul” (Deuteronomy 4:29). “God’s Word is sharper than any two-edged sword, piercing even to the division of soul and spirit.” Unbelievers are dominated by their lusts, desires, and emotions—and separated from the life of God. God’s Word spiritually cuts open a person’s mind and heart and implants the wisdom of God. God’s Word shows a person that there is nothing good within them self, and God’s Word reveals to them that they need a Savior (read Romans 3:10-23). Jesus said, “This is the verdict: Light has come into the world, but people loved darkness instead of light because their deeds were evil. Everyone who does evil hates the light, and will not come into the light for fear that their deeds will be exposed. But whoever lives by the truth comes into the light, so that it may be seen plainly that what they have done

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has been done in the sight of God (John 3:19-21). God’s Word opens the eyes of spiritually blind people. “The Word of God is a discerner of the thoughts and intents of the heart.” “The heart is deceitful above all things, and desperately wicked; who can know it?” (Jeremiah 17:9). Many times we don’t know why we are doing some of the things we do. The Word of God is a critic of our hearts and minds, it can show us if our thoughts, actions and motivations are right or wrong. God sees and knows everything; He knows us better than we know ourselves. God’s

Word gives a person the spiritual wisdom to live a life pleasing to God, and how to have eternal life in God’s heaven when our earthly body dies. God’s Word tells us His mind and will, and brings our spirit into conformity with His Spirit. Satan said to Jesus, “If you are the Son of God, tell these stones to become bread.” Jesus answered, “Man shall not live on bread alone, but on every Word that comes from the mouth of God” (Matthew 4:2-4). The Bible is God’s Word to humanity.

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AgAir Update eEdition poll comments

Other 11% Don’t Dump 20% Dump 69%

In an emergency engine-out situation, with a full hopper of granular fertilizer, will the aircraft glide further dumping the fertilizer or not? Which is better to increase the glide - dump or don’t dump? Comment on your choice. results Dump fertilizer - 69% Don’t dump - 20% Other - 11%

comments • It depends on your altitude. If ferrying and over 300 or so feet, there is time to dump the load to gain gliding distance and lighten the aircraft for the forced landing. However, if the engine fails during a run or in a turn, dumping with the gate past the stop will only block airflow through the spreader and cause increased drag on the airframe and therefore lessen the glide distance. I once attempted to

dump a load of ammonium sulfate from an AT-301 after an engine failure at low altitude. I made the landing in mud and but couldn’t keep it from flipping over. The hopper was still at least half full of material. I can’t say that dumping helped at all. • Speaking from experience, dump. Lighten the load if possible. It may even keep you from having damage during landing. Some say slugging the tray causes too much drag. I disagree. I think as you slow the plane, the fertilize comes out faster. Carrying 2400#, on a 6000ft., 3 pass run,, my engine quit upon entering the field on the 2nd pass. I

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• •

• •

did not flip the stop over,and when I landed in a dry rice field, going through 2 levies and stopping on the 3rd, the tray was full but none was in the hopper. Save your landing gear. In heavy foliage with solid bottom don’t dump use soft field landing. Might keep you upright Induced drag from the jettisoned load in the area around the spreader throat, will decrease glide slope. I think I would rather land empty regardless of glide. Dump it NOW! Aircraft will glide same distance but will have less wing loading for the round out at landing.

• Dump at rate slow enough not to clog spreader stopping air flow increasing drag • Dumping the fertilizer can “slug” the spreader, and result in creating more drag. • Get the airplane as light as possible which translates to slower touchdown speed. • Are you serious asking if the ship will glide farther by dumping the load. If you have to ask this question, you shouldn’t be flying ag • If you dump you block the airflow through the spreader. • You will not increase your glide path by dumping, the aircraft will have the same glide angle


• • • •

regardless of weight, however you will decrease the airspeed of the aircraft by dumping and if I’m going to “crash-land” I’m going to slow it up as much as I can! I have heard the dumping process, opening the gate, up pitch and control inputs will increase the drag, shortening the glide length. However, if at a reasonable altitude, like in a turn or ferrying, I believe the loss of weight will overcome any drag created and add to the glide length. I had this situation happen to me in 1985. I attempted to dump but due to the low altitude I was on the ground in a empty corn field before the process could be completed. I was sitting in the aircraft which was quiet with the sound of the fertilizer running out the hopper. It will all happen to fast, so control the aircraft, pick a spot and good luck! At 20 feet above ground, your engine quits, you are looking for a place to set down and secondly trying to get your engine going, your granular comes out pretty slowly sometimes anyway. By dumping you decrease your gross weight and increasing lift, thus letting your rump stop eating the seat. More weight means more lift is needed and lift = drag. Therefore less weight means less lift needed and hence less drag and a longer glide. It all depends on how high you are when the engine fails. Forget the glide, you don’t want the fertilizer at the crash site. Longer glide and softer impact with the ground with empty hopper Dump without overloading spreader.

• If the aircraft is flown at its optimum glide angle of attack, then it should glide the same distance regardless of weight. A heavier aircraft will just get there quicker! However, practically, the added “boost” from dumping (the moment when lift exceeds weight) and the subsequent gain in altitude and playing around getting back to optimum glide configuration, may well result in a slight gain in glide distance. • Too much fertilizer at slower speeds will block airflow thru spreader.

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October 2011

17B


in my opinion

Robert A. McCurdy, Chief Pilot / Flight Instructor Flying Tiger Aviation, LLC, RobertMcCurdy@agairupdate.com

It’s a personal thing I am not trying to preach to anybody; it’s just a personal thing with me. In 1964, when I began flight training in Pensacola, Florida at NAS Saufley Field, it was grilled into us: “8 hours between bottle and throttle.” Being the naive young cadet that I was, I adopted that little cliche as a personal commandment etched in stone. A few days ago, there were several ag pilots standing around at the end of one very hot day indulging in a cervesa frio (cold beer) or two, when one of the guys mentioned that none of us think anything about having a beer then driving home. I concurred with that wholeheartedly. And then he said, “It’s the same with flying; I

can drink a beer or two and it has absolutely no effect on me.” One winter during the mid-60s, I was on the USS Randolph (CVS 15) in the North Atlantic off the coast of Norway. We were anticipating a new Russian submarine making its debut to the cold war and we wanted to get its “signature.” One day we were “standing down” in the VS-24 ready room due to typical, terrible, winter time weather. During times like this, we would usually watch films or have lectures on various subjects like survival in the frigid water we were flying over. One of the films we saw was a documentary made by one of the

major airlines on the effects of alcohol while flying. As I recall, several airline pilots agreed to be the guinea pigs for this experiment.

One group drank no booze at all and the second group had one ounce of alcohol. They were divided into two groups. One group drank no booze at all and the second group had one ounce of alcohol, then two ounces, then three, etc., until they couldn’t even sit

upright in the pilot’s seat. Each pilot in both groups flew the same IFR flight in a simulator of the type aircraft he flew; 747s, DC-10s, 727s, etc. Also, each pilot in both groups flew the exact same course and was given the same simulated emergencies. The experiment resulted into two solid conclusions: The first - up to a point those imbibing in the booze were smoother on the controls, made better instrument approaches and made better landings...but as I said, up to a point. Then, after that point, everything turned into a can of worms. The second - in the group that was given the alcohol, even after only one ounce of booze, the pilot’s reaction

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agairupdate.com

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time and response accuracy was impaired when given a simulated emergency. Ag flying is the most demanding of your skills, thought processes and decision making; more so than almost any other occupation. It is inherently dangerous. So why would any ag pilot deliberately do something that will impair his/her reflexes and thinking skills? And so, be safe, have fun, make money and wait until your airplane is tied down for the night to have that highly anticipated cervesa frio.

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19B


Three aircraft make one at Cedar Butte Air

Dale Patterson with his “threesome” Air Tractor outfitted with Davidon rotary atomizers.

30th Annual NAA Museum & Hall of Fame Golf Tournament October 14-16, 2011 Olive Branch, MS Whispering Woods Conference Center Cherokee Village Golf Club

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20B

agairupdate.com

by Bill Lavender Located about 20 miles northwest of the Badlands of South Dakota and ten miles from the world famous Wall Drug store (most advertised drug store in America, another story in itself) is Cedar Butte township. Nearby, there is an operation that comes to life when the snow clears in the spring: Cedar Butte Air, Inc. of Wall, South Dakota owned and operated by Dale Patterson. Dale comes from a farming background with three brothers and graduated from the South Dakota School of Mines and Technology in Rapid City with a degree in mechanical engineering. Although Dale was offered a job at Pratt & Whitney Canada after graduation, he decided the city life was not for him and returned to the farm. While growing up, Dale would watch Cecil Ice spray the family farm’s crops with his chartreuse Super Cub. Ice would land on a road, get his orders to spray and return to be paid. To Dale, it seemed to be the perfect career. In 1986, Dale became one of AgFlight’s first students (#6). Not having even flown on an airline, Dale bought his ticket and headed east to Bainbridge, Georgia. After receiving what he thought was the best possible training at the hands of John Boggs and Jerry Miller, Dale returned home to Wall, South Dakota to buy a PA25 Pawnee. Dale sprayed about 3,500 acres his first summer (he told his banker that he hoped to spray over 10,000 acres). Dale flew his Pawnee for six years when, in 1992, he started looking for a 201C Weatherly with a Weatherly 620-style landing gear and a 450 HP engine. This was not a commonly found Weatherly, but Dale persisted and finally located one in Oregon. The aircraft even came with a spare engine! As it turned out, the spare engine came in handy, but in an odd way. On the ferry flight home, the primary engine for the Weatherly failed. Even though he had already sent the spare engine to Tulsa Aircraft Engines in Tulsa, Oklahoma, there wasn’t time to wait for Tulsa Aircraft Engines to rebuild the spare, or even the one on the aircraft. It was


spring and the season in South Dakota was about to start. Coming to his rescue, Sam Thompson of Tulsa Aircraft Engines sent Dale a first-run Italian R-985 engine. Not too many years later, Dale traded the 201C for a later model 620B Weatherly that he operated until 2008. That first run Italian R-985 was overhauled three times and was still on the 620B when he sold it. Cedar Butte Air’s business had grown significantly in 25+ years when a Pawnee could handle the acres coming in. Now, Dale was having trouble keeping up using the Weatherly and decided it was time to change to a turbine-powered ag-plane. His choice was the AT-401 that had had its radial engine removed and converted to a TPE-333-1 (665 SHP) turbine. Dale located the aircraft at George’s Aircraft in Vernon, Texas. The turbineconverted AT-401 came with a history, but the price was right and Dale had confidence in George’s Aircraft. The AT-401 was built-up from three wrecked AT-401s. The left wing, the right wing and the fuselage all came from different aircraft. The firewall forward came from Gene Shanks and was from an AT-301. So far, the decision to buy the turbine

AT-401 has been the right choice. It flies good and, along with doing an expected hot section, the engine has performed well. Using the turbine AT-401, Dale’s ferry trips range from 25 to 65 miles away. Most applications are within a 25-mile radius. Approximately 75% of the spraying is one GPA, while the rest are 2-5 GPA. Winter wheat is the primary crop northwest of the Badlands. However, Dale does treat some corn, alfalfa and sunflowers. Applications are burn down treatments using glyphosate combined with 2-4D, dicamba (a hormone-type herbicide) and sometimes atrazine. Applications start in April and end as late as November. However, 50% of the work is in May and June when herbicides are applied on wheat to control broadleaf weeds, koshia and wild buckwheat. For preharvest control, a mix of dicamba and glyphosate is used. By most standards, aerial spraying conditions are excellent north of the Badlands in South Dakota. Many fields are planted in 640-acre sections (one mile x one mile square). The typical Cedar Butte Air customer farms 2,000

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21B


HardyAvIns_AgAirUpdate_38Pg_Color_04

10/2/09

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Page 1

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to 3,000 acres, while some farm more than 20,000. To accurately treat this expanse of acres, Dale uses the DynaNav E-series GPS unit. His confidence in the DynaNav is such that he bought serial number 2 of the E-series. He likes how easy it is to use right out of the box and that it is all self-contained. The unit comes with a simulator mode that can be used with a personal computer to help the pilot familiarize himself with the unit, instead of wasting time and risking safety while trying to learn the unit in the air.

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“I can enter my customers into the DynaNav unit’s database from my personal computer and once I set up my mission in the cockpit, I rarely have to touch anything on the unit after takeoff,” explains Dale. To be sure his low volume applications are effective, Dale has outfitted his turbine AT-401 with Davidon rotary atomizers. His first experience with the Davidon atomizers was noticing the consistency of their droplets on the windshield of a tractor. After buying a set, he had the atomizers checked at an Operation

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S.A.F.E. spray clinic. With 14 units, seven on each boom, each atomizer turning about 6,000 RPMs, he has found he can keep a very narrow average droplet range of 280 microns. He has seen a significant improvement with glyphosate and fungicide applications.

Flying over 640-acre sections with onemile runs in a turbine Air Tractor could be the envy of any ag-pilot. It gets even better when two loads will cover the section of cropland. This kind of ag-flying sure has worked well for Dale Patterson, Cedar Butte Air and all “3” of his aircraft.

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23B


S P OTLIGHT Just Arrived

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“The spirit crop duster” Modern agricultural aviation was immortalized in a small Georgia town this summer. Colquitt, Georgia (Miller County), located in the southwest corner of the state, is known as Georgia’s first Mural City. There are eight murals throughout the town that each tell a different story. One mural, in particular, tells the story of a farmer and how he is tied to his land. Dubbed “The Spirit Farmer”, the 27,000-square foot mural is painted on the side of a peanut silo and stands 100 feet tall. The thesis of the mural is the farmer’s way of life. Part of that thesis uses agricultural aviation and the roll it plays in raising the farmer’s crops. Pictured in the mural is Double R Flight Service’s AT-502, owned and

flown by Wayne Womble. When approached by the Miller County Art Council for a financial contribution, Wayne’s wife, Barbie, realized this would be a way to keep ag-aviation in the thoughts of everyone that saw it. The mural was painted by noted Canadian artist Charlie Johnston onto a Birdsong Peanuts’ silo, also a contributor to the project. Johnston used a special light projector to display a sketch of the mural on the silo at night. With a cherry-picker for a lift, during the day he filled-in the sketch using a paint roller and special paint that is warranted to last indefinitely. However, the mural will receive occasional maintenance. It took Johnston eight months to complete the project.

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agairupdate.com

Photos from Kirk Crumpton’s iPhone


From the Miller County Liberal: “The lines around his eyes tell of the year that he had to mortgage another piece of land just to survive. The wrinkles around his mouth tells of his sadness as he watched his neighbor lose his farm to hard economic times. If you look closely, you can see the light in the farmer’s eyes. When he sees his crops, it reminded him of all of the good that he has sown. The family that he has raised and the friends who showed up when his crops needed picking because bad weather was on its way. It is no accident that on this mural, the farmer is growing peanuts. When the boll weevil wiped out the cotton crops across the South, Dr. George Washington Carver showed us the profitability of the peanut, and so, it became the staple crop of South Georgia farms. As our farmer pulls up his peanuts to inspect his future, his weathered hands hold the wisdom of years working the land. He can tell by his touch if his crops are dry, if they need to be sprayed, if it is time to harvest or if they should wait another

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three days. But his hands also hold something less tangible. They hold the knowledge that he did not and could not have done this alone. Yes, there is the satisfaction that he broke the ground and sowed the seeds, but being a part of something bigger satisfies his very soul. As the elements of nature take over and the crops began to sprout, the farmer knows that he is God’s chosen caretaker and the farm is a way of life, his way of life.”

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October 2011

25B


Q & A with

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A ramp check doesn’t have to be a scary prospect. FAA inspectors conduct routine surveillance of normal airport activities--checking that both the pilot and the aircraft are legal and safe. Some of the routine items that the inspector may request include a pilot certificate, medical certificate, photo ID (per FAR 61 .3(a)(2)), and the aircraft registration and airworthiness certificates. One common question that arises in ramp check situations is whether pilot logbooks need to be carried in the airplane, and therefore if they need to be produced for review by the inspector. The answer to this

question varies, depending on the certification level of the pilot or flight instructor, and the type of flight. For instance, student pilots and flight instructors with sport pilot ratings may need to possess their logbooks depending on the circumstances. For more information, check out AOPA’s Ramp Checks subject report as well as a narrative of a ramp check event.

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agairupdate.com

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SAIB Grade 100VLL aviation gasoline This Special Airworthiness Information Bulletin (SAIB) advises aircraft operators, Fixed Base Operators (FBOs), FAA repair stations and Flight Standards District Offices, and Foreign Civil Aviation Authorities that grade 100VLL aviation gasoline meeting the American Society for Testing and Materials (ASTM) fuel specification D910 is acceptable for use on aircraft and engines certificated for operation with D910 grades 80, 91, 100,

and 100LL aviation gasolines. Grade 100VLL meets all the performance requirements of grades 80, 91, 100, and 100LL and therefore meets the approved operating limitations for aircraft and engines certificated to operate with these other grades of aviation gasoline.

background The FAA relies on ASTM International to develop fuel specifications that

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applicants may designate as operating limitations for their approved products. These aviation fuel operating limitations may be listed in the product’s Type Certificate Data Sheet (TCDS), Installation Manual, service instructions, or as limitations associated with a Supplemental Type Certificate (STC). Grade 100VLL aviation gasoline (avgas) was developed by ASTM International to provide a lower- lead alternative to 100LL in response to impending environmental regulations. Grade 100VLL is identical to 100LL in all aspects, except that the maximum lead content is reduced by about 19%. The specification criteria for lead content is expressed as only a maximum value, because avgas producers routinely tradeoff lead content with other fuel compositional changes to meet the specification criteria for Motor Octane Number (MON). FAA survey data has shown that the lead content can vary by up to 39% from the maximum lead value listed in the specification while still meeting the MON minimum requirement. Consequently, and most

importantly, grade 100VLL has the same minimum octane rating and will provide the same level of anti-knock performance as 100LL and 100 avgas grades. The FAA collaborated with industry on the ASTM International task force that evaluated data supporting the incorporation of grade 100VLL into specification D910. The FAA determined that grade 100 VLL meets all of the performance requirements of grades 80, 91, 100, and 100LL and will perform identically in existing aircraft and engines.

recommendations Because grade 100VLL avgas that meets ASTM specification D910 is identical to grade 100LL avgas, the following recommendations apply: • Grade 100VLL avgas is acceptable for use on those aircraft and engines that are approved to operate with grades 80, 91, 100, or 100LL avgas. • ASTM International standard D910 specifies blue coloration for both grade 100VLL avgas and grade 100LL avgas, and, therefore, these fuels are visually indistinguishable from each other. • Operating limitations in Aircraft Flight Manuals, Pilot Operating Instructions, or TCDSs that specify grades 80, 91, 100, or 100LL avgas fuel are acceptable for use with grade 100VLL avgas. • Current aircraft placards that specify grades 80, 91, 100, or 100LL avgas are acceptable for use with grade 100VLL avgas. • Operating, maintenance, or other service documents, for aircraft and engines that are approved to operate with grades 80, 91, 100, or 100LL avgas, are acceptable for use when operating with grade 100VLL avgas. For further information contact Mark Rumizen, Aerospace Engineer, FAA, Engine & Propeller Directorate, 12 New England Executive Park, Burlington, MA 01803; phone: (781) 238-7113; fax: (781) 238-7199; email: mark.rumizen@faa.gov.


SAIB: Semi-synthetic jet fuel - ASTM This Special Airworthiness Information Bulletin (SAIB) advises aircraft operators, Fixed Base Operators (FBOs), FAA repair stations and FSDOs, and Foreign Civil Aviation Authorities, that jet fuel made from hydroprocessed fatty acid esters and fatty acids (HEFA) or Fischer Tropsch (FT) synthetic blending components that meets the requirements of ASTM International Standard D7566 is acceptable for use on aircraft and engines certificated for operation with D1655 Jet A or Jet A-1 jet fuel, provided that it is re-identified as D1655 fuel. When re-identified as D1655 fuel, D7566 jet fuel meets all the specification requirements of D1655 and therefore meets the approved operating limitations for aircraft and engines certificated to operate with D1655 fuel, unless otherwise prohibited by the engine or aircraft type certificate (TC) holder.

background The FAA relies on ASTM International to develop fuel specifications that

applicants may designate as operating limitations for their approved products. These aviation fuel operating limitations may be listed in the product’s Type Certificate Data Sheet (TCDS), Installation Manual, service instructions, or as limitations associated with a supplemental type certificate (STC). ASTM International issued ASTM Standard Specification D7566, “Standard Specification for Aviation Turbine Fuel Containing Synthesized Hydrocarbons,” for drop-in jet fuel from alternative feedstocks in September 2009. This specification defines properties for semi-synthetic jet fuel made from blending conventional jet fuel with synthetic blending components that are specified in individual annexes. These semi-synthetic jet fuels specified in D7566 possess essentially identical composition, properties, and performance to conventional jet fuels. This specification initially included only one annex for synthetic fuel from coal, biomass, and natural gas produced using the FT process. On July 1, 2011,

a second annex was added to this specification to permit the use of HEFA synthetic blending components. HEFA is considered a biofuel because it is made from plant oils or animal fats.* Both D7566 and the existing specification for conventional jet fuel, ASTM International Standard D1655, “Standard Specification for Aviation Turbine Fuels” are crossreferenced to allow D7566 fuels to be re-identified as D1655 fuels when they enter the distribution system. When reidentified, D7566 fuels made with HEFA or FT blending components meet existing FAA-approved operating limitations, unless otherwise prohibited by the engine or aircraft TC holder.

recommendations The following recommendations apply to HEFA or FT fuels meeting ASTM specification D7566 that are re-identified to ASTM D1655 Jet A or Jet A-1 fuels (unless otherwise prohibited by the engine or aircraft Type Certificate (TC) holder): 1. These fuels are acceptable for use

on those aircraft and engines that are approved to operate with Jet A or Jet A-1 fuels meeting D1655. • Operating Limitations in Aircraft Flight Manuals, Pilot Operating Instructions, or Type Certificate Data Sheets that specify ASTM D1655 Jet A or Jet A-1 fuel are acceptable for use with these fuels. • Current aircraft placards that specify Jet A or Jet A-1 fuels are acceptable for use with these fuels. • Operating, maintenance or other service documents for aircraft and engines that are approved to operate ASTM D1655 Jet A or Jet A-1 fuel are acceptable for use when operating with these fuels. For further information contact Mark Rumizen, Aerospace Engineer, FAA, Engine & Propeller Directorate, 12 New England Executive Park, Burlington, MA 01803; phone: (781) 238-7113; fax: (781) 238-7199; email: mark.rumizen@faa.gov.

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ntsb reports

return to the airport for an emergency landing. As the airplane touched down the left main landing gear separated and the airplane came to rest upright with resulting substantial damage to the fuselage and flight controls. The pilot reported there were no mechanical anomalies prior to impact with the irrigation system. He also reported his forward vision was partially obscured by chemical spray on the windshield. NTSB Identification: *WPR11LA325* Date: July 12, 2011 Location: Wenatchee, WA Aircraft: HUGHES 269C Injuries: 2 Minor. A Hughes, 269C impacted trees following a reported loss of engine power while flying low level near Wenatchee,

Washington. The pilot and one passenger sustained minor injuries; the helicopter sustained substantial damage to the tail boom. The pilot reported that while flying low over a cherry orchard to dry the cherries, the engine experienced a loss of power. The helicopter subsequently settled into the trees. The helicopter was recovered from the accident site for further examination. NTSB Identification: *WPR11LA303* Date: July 03, 2011 Location: Brentwood, CA Aircraft: Arrow Falcon Exporters OH-58C Injuries: 1 Serious. An Arrow Falcon Exporters, Inc., OH58C helicopter sustained substantial damage when it impacted terrain near Brentwood, California. The pilot was

seriously injured. Witnesses stated that they observed the helicopter make several application passes over a corn field. They heard a noise, but did not observe the impact sequence. NTSB Identification: *CEN11LA460* Date: July 06, 2011 Location: Pine Bluff, AR Aircraft: AYRES S2R600 Injuries: 1 Minor. An Ayres S2R G6 was substantially damaged when it impacted terrain at Pine Bluff, Arkansas. The pilot reported that shortly after becoming airborne the engine shut-down and he landed on the runway surface remaining. The airplane continued moving and impacted a ditch about 1,000 feet from the end of the runway. During the impacts both main

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NTSB Identification: *CEN11CA438* Date: June 24, 2011 Location: Castroville, TX Aircraft: CESSNA A188 Injuries: 1 Uninjured. The pilot was making his first spraying pass of the day when the agricultural airplane struck and damaged a center pivot irrigation system. The impact damaged the irrigation system, and the right main landing gear and tail wheel separated from the airplane. The airplane immediately started a descending bank to the right. The pilot reported that the right aileron was jammed in the full up position and control stick movements had no affect on the right aileron. He was able to use full power, full left aileron, and full left rudder to regain partial control and

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landing gear partially separated from the airplane. There was a fuel spill but no post-impact fire and the pilot was able to exit the airplane unassisted.

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NTSB Identification: *CEN11CA477* Date: July 13, 2011 Location: Minot, ND Aircraft: PIPER PA-25-235 Injuries: 1 Uninjured. The pilot reported that he was departing from a gravel township road. He lowered the left wing during the takeoff roll due to a crosswind. The left spray boom hit a buildup of dirt that was concealed by tall grass on the side of the road. The airplane veered off the left side of the road and into the ditch which resulted in substantial damage to the wing and fuselage. The pilot reported that there was no mechanical malfunction or failure of the airplane. NTSB Identification: *CEN11LA487* Date: July 18, 2011 Location: Burlington, CO Aircraft: AYRES S2R Injuries: 1 Uninjured. A Thrush Aircraft Inc. S2R-T34, sustained substantial damage after a loss of power on final approach. The pilot was not injured. The pilot stated that he was returning back to the airport and was on a two mile final when the engine “just died.” He said it got “real quiet” and the control column got “heavy.” The pilot said he did not look at the engine gauges and there were no aural warnings. However, he did cycle the fuel control lever. Due to the low altitude, the pilot established best glide speed and subsequently landed hard in a field. The airplane bounced and came to rest about 15 yards from where it first landed. The pilot also said that he performed a preflight inspection, which included draining the header tank only for several seconds; however, he did not drain the fuel into a clear jar to check for water or debris. NTSB Identification: *WPR11CA339* Date: July 20, 2011 Location: Watsonville, CA Aircraft: BELL 47G-5 Injuries: 1 Uninjured. The pilot was spraying water on a field to wash the hopper tank for the next load of chemicals. On the second pass the pilot attempted to clear a wire that ran perpendicular to his flight path by descending beneath it at an altitude of approximately five feet. The pilot

reported that the outer end of one main rotor blade struck the pole and the helicopter hit the ground and rolled over. NTSB Identification: *CEN11CA502* Date: July 21, 2011 Location: Devils Lake, ND Aircraft: CESSNA A188B Injuries: 1 Uninjured. The pilot was performing an aerial application of a field when he executed a turn to line up for the next spray pass. During the turn, the airplane airspeed slowed, and the airplane stalled. The airplane impacted the field and sustained substantial damage to both wings. The pilot stated that he should have discontinued the turn rather than attempt to align the airplane for the next spray pass. NTSB Identification: *CEN11LA544* Date: July 22, 2011 Location: Ullin, IL Aircraft: AIR TRACTOR AT-802 Injuries: 1 Minor. An Air Tractor Inc, AT-802A experienced a total loss of engine power following the completion of an aerial application of a field near Ullin, Illinois. The pilot subsequently made a forced landing near the field he was spraying. The airplane sustained substantial damage. NTSB Identification: *CEN11LA507* Date: July 25, 2011 Location: Wilton, IA Aircraft: Sikorsky UH-34D Injuries: 1 Fatal. A Sikorsky UH-34D impacted terrain while spraying fungicide on a corn field near Wilton, Iowa. The pilot sustained fatal injuries. The helicopter sustained substantial damage, which included post impact fire damage. The flight originated from a field about 3/4 mile from the accident site about 1125. NTSB Identification: *CEN11LA512* Date: July 25, 2011 Location: Anderson, IN Aircraft: WSK PZL MIELEC M-18A Injuries: 1 Uninjured. A WSK PZL collided with the terrain near Anderson, Indiana, during an aerial application flight following a loss of engine power. The airplane was substantially damaged. The pilot stated he was beginning to mark his second field when the accident occurred. As he started the second marking pass, he experienced what he thought was an engine failure. He stated


the engine was still running, but it was not producing power. He turned away from the nearby town and a corn field, and located a bean field in which to land. The pilot pushed the power lever forward and the engine power did not increase, but there was an increase in engine temperature. He stated the engine was idling fast and he forced the airplane onto the ground about 150 to 200 yards prior to a tree line. The airplane cartwheeled in the field prior coming to rest. NTSB Identification: *ERA11LA424* Date: July 26, 2011 Location: Drew, MS Aircraft: Air Tractor Inc AT-602 Injuries: 1 Fatal. An Air Tractor AT-602 collided with a rice field while maneuvering near Drew, Mississippi. The pilot was killed and the airplane incurred substantial damage. The pilot did not possess an instrument rating. According to company personnel, the pilot obtained a weather briefing via computer before departing. Company personnel added that the weather was cloudy when the pilot departed on the flight. Personnel at the strip noted that it was a little foggy when the pilot

departed. A friend of the pilot stated he observed the airplane over Drew, Mississippi at 0700 and it was very foggy. The wreckage was located by an employee of a plantation owner at 0713. He also stated that the conditions were very foggy with about 150 feet forward visibility. Prior to sunrise and the pilot’s departure, the weather conditions in the vicinity of Drew and Greenwood, Mississippi, were reported to be marginal visual flight rules conditions in mist, with the early morning terminal forecast expecting the conditions to prevail through 0900. The National Weather Service (NWS) had issued Airmen Meteorological Information Sierra for instrument flight rule (IFR) conditions due to low ceilings and visibility in mist or fog during the morning hours across the region. At approximately 0600, coinciding with sunrise, visibility and low ceilings developed producing IFR conditions and mist/fog across the region. The subsequent NWS forecasts were issued near the time of departure and expected IFR conditions through 0900.

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NTSB Identification: *CEN11LA541* Date: July 30, 2011 Location: Hettinger, ND Aircraft: Weatherly Aviation 620B Injuries: 1 Uninjured. A Weatherly Aviation Company 620B sustained a loss of engine power while maneuvering and impacted terrain near Hettinger, North Dakota. According to the pilot, while maneuvering at 500 feet above ground level, the engine lost power and oil immediately covered the windscreen. The pilot initiated a forced landing to road. During the forced landing, the main

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NTSB Identification: *CEN11CA524* Date: July 27, 2011 Location: Creston, IL Aircraft: Texas Helicopter Corp OH-13H/M74A Injuries: 1 Minor. The pilot was landing the helicopter on a helicopter cart. He said that the helicopter’s skid got caught on the cart and the helicopter subsequently rolled over. There were no mechanical malfunctions with the helicopter during the flight. The helicopter sustained substantial damage to its tailboom when it rolled.

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landing gear contacted a dirt berm on the side of the road, and the airplane entered a ditch. The airplane came to rest upright and the pilot exited the airplane. A post-accident examination of the airplane showed the firewall was bent, and one of top engine cylinders had failed. The airplane was recovered for further examination. NTSB Identification: *WPR11CA394* Date: July 31, 2011 Location: Porterville, CA Aircraft: BELL 47G Injuries: 1 Uninjured. The pilot reported that during the agricultural operation he landed the helicopter into the wind to reload with fuel and agricultural chemicals. While the loader was mixing the chemicals, the pilot noted that the wind shifted to a tailwind condition. The pilot also noted that the rotor blades were dirty, but he forgot to clean them before departure. During the takeoff, the helicopter was unable to gain any lift and it started to sink back to the ground. The helicopter impacted the ground moments after takeoff with a slight nose low attitude which resulted in the skids collapsing and the main rotor blades contacting

the tailboom. The pilot reported no pre-impact mechanical malfunctions or failures with the airframe or the engine that would have precluded normal operation. NTSB Identification: *CEN11CA540* Date: August 02, 2011 Location: Charles City, IA Aircraft: BELL 47G-2 Injuries: 1 Serious. The operator reported that prior to the accident flight, the pilot was distracted during his intended refueling operation. The distraction involved ground personnel entering the helicopter cabin after landing to discuss the next spraying operation with the pilot. After the conversation, the pilot departed without refueling the helicopter. While completing an aerial application, the engine experienced a loss of engine power. The pilot initiated an autorotation and impacted terrain. A postaccident examination of the helicopter showed the tail boom was partially separated and the landing gear skids were bent. The operator reported that approximately 3.5 quarts of fuel were drained from the fuel tanks, and 2 gallons of fuel were considered unusable.

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NTSB Identification: *WPR11LA366* Date August 03, 2011 Location: Hazelton, ID Aircraft: Ayres Corporation S2R-600, Injuries: 1 Uninjured. An Ayres Corporation S2R-600 experienced a loss of engine power shortly after takeoff. The pilot reported that shortly after takeoff, the engine lost partial power. He released the load of fertilizer and maneuvered over power lines to land on a road. The airplane was unable to sustain flight and the pilot landed the airplane in a field. The airplane impacted concrete obstacles during the landing, separating the landing gear from the fuselage, before coming to rest. The wreckage was recovered for further examination. NTSB Identification: *CEN11CA570* Date August 03, 2011 Location: Minot, ND Aircraft: AIR TRACTOR INC AT-301 Injuries: 1 Uninjured. The pilot reported that he was returning from an aerial application training flight when the accident occurred. The airplane initially tracked the runway centerline during the landing rollout. The pilot noted that the landing gear seemed to shake, and he pulled back on the control stick and applied both brakes in response. At that point, the airplane veered to the left and subsequently ground looped. The airplane departed the runway pavement and the left main landing gear partially collapsed, allowing the left wing to contact the ground. The airplane sustained substantial damage to the left wing. The pilot reported that there were no failures or malfunctions associated with the airplane prior to the accident. A post-accident examination of the tail wheel assembly revealed no anomalies. The pilot reported that an approximate 80-degree right crosswind at 19 knots, gusting to 22 knots, existed during the accident landing. NTSB Identification: *CEN11LA562* Date August 04, 2011 Location: Nekoosa, WI Aircraft: AIR TRACTOR INC AT-301 Injuries: 1 Uninjured. An Air Tractor AT-301 was substantially damaged during a forced landing following a loss of engine power after takeoff. The pilot was not injured. The pilot stated that the airplane engine ran for approximately 20 minutes prior to departure to warm the oil and wait for fog to lift at the destination

airport. He noted that he taxied to the end of the runway, went to full engine power, and confirmed that all indications were normal. The airplane lifted off approximately halfway down the runway. About 150 feet above ground level (agl), the engine lost power. He executed a forced landing to a field approximately 1,500 feet from the departure end of the runway. The pilot reported that when the engine lost power, he immediately went to the emergency fuel pump, but he was unable to restore engine power. NTSB Identification: *WPR11LA375* Date August 08, 2011 Location: Willcox, AZ Aircraft: AIR TRACTOR INC AT-602 Injuries: 1 Minor. An Air Tractor AT-602 sustained substantial damage during impact with a GPS tower and subsequent forced landing near Willcox, Arizona. The pilot received minor injuries. An initial report by the pilot stated that he was performing a calibration pass on his target field when he struck a GPS tracking tower. His engine caught fire and he had a loss of power. During the forced landing sequence he struck a fence, which damaged the left wing. NTSB Identification: *CEN11LA566* Date August 10, 2011 Location: Nelson, NE Aircraft: Air Tractor Inc AT-400 Injuries: 1 Minor. An Air Tractor AT-401, sustained substantial damage when it landed short of a private airstrip near Nelson, Nebraska. The pilot was not injured. The pilot told an FAA inspector that when he tried to reduce power for landing, the power would not decrease. So, he elected to shut down the engine by pulling the fuel cut-off lever. The pilot misjudged the altitude he needed to glide to the runway and landed short resulting in substantial damage to the airframe. NTSB Identification: *CEN11LA563* Date August 10, 2011 Location: Mansfield, SD Aircraft: Grumman Schweizer G-164A Injuries: 1 Uninjured. A Grumman G-164A airplane was substantially damaged during a forced landing following a loss of engine power after takeoff near Mansfield, South Dakota. The pilot was not injured. The pilot reported that the engine began to lose power shortly after liftoff. The

engine gradually lost power completely and he executed a forced landing to a bean field about 1/4 mile from the departure end of the runway. The airplane sustained substantial damage to the wings and fuselage. NTSB Identification: *WPR11LA379* Date: August 14, 2011 Location: Los Banos, CA Aircraft: BELL 47G-3B-2 Injuries: 1 Uninjured. On August 14, 2011 a Bell helicopter 47G-3B-2 Soloy impacted trees following a loss of engine power near Los Banos, California. The pilot was not injured; the helicopter sustained substantial damage to the tailboom and to the main rotor blades. The agricultural flight had just departed from the tender truck about 1245. The pilot reported that just after takeoff he observed the rotor rpm decaying and attempted to regain the rpm by lowering the collective. The rpm did not recover, and, due to the low altitude operation, the pilot was forced to land into the almond grove. The helicopter was recovered from the accident site for further examination.

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NTSB Identification: *CEN11LA556* Date: August 18, 2011 Location: El Campo, TX Aircraft: GRUMMAN G-164A Injuries: 1 Uninjured. A Grumman G-164A impacted a rice field shortly after taking off from a grass airstrip. The pilot was not injured. The airplane sustained substantial damage to its top wing, vertical stabilizer and rudder. The pilot told a FAA inspector that he had just taken off and had turned crosswind when the engine lost power. The pilot landed in a muddy rice paddy and the airplane nosed over.

NTSB Identification: *CEN11LA581* Date: August 20, 2011 Location: Whitewood, SD Aircraft: PIPER PA-25-235 Injuries: 1 Fatal. A Piper PA-25-235 airplane was damaged when it impacted terrain while maneuvering after conducting aerial application work. The pilot was fatally injured. The pilot was conducting aerial application work about six miles northnortheast of Whitewood. A witness located about two miles south of the site reported that she observed the accident airplane conducting aerial application

work. Everything appeared to be normal, and she noted that she could hear the airplane engine. About 1100, she observed the airplane depart toward the east, in the direction of the hill where it ultimately crashed. The airplane impacted a hillside located along the east side of a valley. The impact point was located about 14 feet below the crest of the hill. The hill led up to a plateau extending east of the valley. The airplane came to rest about 250 feet from the initial impact point. The impact path was oriented on a northeast bearing.


Statewide Aviation of Australia named newest factory authorized service & support facility for Thrush ALBANY, GA – Thrush Aircraft continued to strengthen its worldwide presence with the appointment of Statewide Aviation of Australia as the newest factory authorized service and support facility in the Southern Hemisphere. “This appointment will significantly improve the availability of parts, provisioning and service to our customers in this increasingly vibrant region” said Payne Hughes, president of Thrush Aircraft. “It also affirms our commitment to meet the growing operational needs of future customers throughout the country,” he continued. “This is just one of many steps we’re taking here at Thrush to strengthen and enhance the product and support we supply in Australia and around the world.” Statewide Aviation is headquartered in Moree, New South Wales, Australia where they operate a full service

maintenance center. The company currently supports over fifty agricultural aircraft in the country, and brings more than 80 years agricultural aviation experience to the region. “We’re proud to be representing Thrush Aircraft here in Australia and excited to have the opportunity to now serve operators as a factory-authorized service facility,” said Campbell Briggs, Statewide Aviation Director. “With this new level of support from the factory, we can now offer our facility as a onestop shop for all Thrush operators and increase the presence and effectiveness of the company’s aircraft throughout this region,” he added. Thrush recently attended the Aerial Agricultural Association of Australia convention in Adelaide, where they introduced the 2011 editions of the company’s legendary 510P and new

Sealing the Deal – Campbell Briggs, Director of Statewide Aviation of Australia shakes hands with Eric Rojek, vice president of Thrush Aircraft in celebration of Statewide’s appointment as the newest factory-authorized service and support facility for Thrush in the Southern Hemisphere. 510G aircraft to operators in the country. Both aircraft are expected to have a significant impact on agricultural aviation in Australia and their arrival is eagerly anticipated by the team at Statewide Aviation.

about State Wide Aviation provides a complete range of aviation services, including: 100 hourly services, annual inspections, eddy current inspections, wing spar replacement, major and minor repairs. For further details please contact Campbell Briggs at statewideaviation@bigpond.com or at 61.2675.11500. .

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Thrush Aircraft celebrates first flight and delivery of 510P in Argentina

First Flight – Payne Hughes, President of Thrush Aircraft pictured with over 100 agriculture aviators and operators in Venado Tuerto, Argentina site of the first Thrush 510P delivery and flight in Argentina.

ALBANY, GA – Thrush Aircraft celebrated their first delivery and flight of the 510P in Argentina on August 18, 2011. The 510P was purchased by Sandro and Telma Peisino, owner of Yebila Serivicios Agroaereos, an ag aviation operator

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in Venado Tuerto, Argentina. Peisino’s operation is situated in the providence of Santa Fe one of the nation’s richest agricultural regions with crops such as maize, soybean, wheat and rice. Following Peisino’s acceptance

flight, he said, “I don’t believe any other manufacturer offers an airplane that can provide such maneuverability. The Thrush 510P maintains the highest margin of safety and dependability that we demand in our operation. There is simply no better

aircraft.” The Thrush 510P is equipped with the robust Pratt & Whitney PT6A-34AG, and is flat rated to 750 shp. The 510P delivers exceptional power for take-off and climb, while carrying maximum

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loads and delivering superior spray patterns. The 510P gives an unmatched 29,000 hour wing spar life and is the only ag aircraft in production not subject to any reoccurring Airworthiness Directives. Over 100 agricultural aviators and operators in Argentina attended the first flight demonstration to help celebrate the maiden voyage and for a chance to see the legendary 510P up close. Terry Humphrey, Thrush Aircraft’s Marketing and Contract Sales Director, conducted a walk around of the aircraft giving everyone an opportunity to see up close the new improvements made to the aircraft. The 510P’s skins were removed revealing the superior protection provided by the powder-coated finish on the airframe, mounts and landing gear which guards the aircraft from moisture and chemicals and is highly resistant to fading, cracking and chipping. Other features pointed out was the dynamic wing design of the Thrush 510P that delivers an incomparable deposition, swath and crop spray penetration than that of any other agriculture aircraft on the market. Humphrey made a demonstration flight that showcased the solid performance of the Thrush

510P in action that included a full hopper take off. After the demonstration, a presentation by Thrush Aircraft’s President Payne Hughes was given with an opportunity for many aviators to ask questions about the aircraft. “There is a huge demand and market for the 510P Thrush in Argentina,” expressed Hughe. “The Thrush 510P offers an exceptional PT6A engine combined with our legendary 510P airframe making it the most reliable airplane on the market ,not only in Argentina but worldwide.” Hughes arrived two-weeks prior to the event to visit four different regions of Argentina and met with numerous agriculture aviation operators. Thrush will be making several deliveries in Argentina within the next 30 days, increasing Thrush’s global presence and the advancement of agriculture aviation in Argentina. During the event, pilots and operators gathered for a barbecue. Thrush Aircraft supplied hamburgers and hotdogs for the entire crowd giving Hughes and Humphrey the opportunity to speak with operators individually to answer any questions regarding the 510P Thrush.

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Developments in aerial applications in Bolivia by Alan McCracken When I mention to friends that I regularly visit Bolivia, the general reaction is that I have diversified my interests in agricultural production. The

reality is quite a shock to most when I describe some of the modern farms producing soybeans, corn and even citrus on a large scale.

Alan McCracken with Cte Plinio Jose Avila owner of ASA Aero Servicios Agricolas Ltda, with one of his Cessna 188’s equipped with seven Micronair AU5000 atomizers that he uses to apply fungicides/insecticides at 5 litres/hectare.

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Agricultural production in Bolivia is varied from the smaller farms at subsistence level to the large production units employing the latest technology in every aspect of production. The farmland is unique in that former savanna land shrub has been converted to modern agriculture. There are wind breaks of natural forest every 250 meters with nearly all of the crops utilizing no-tillage systems to build up organic matter; the goal being to conserve soil moisture. These windbreaks make the region ideal for aerial spraying, since these blocks of land are usually one km long and the pilots can often spray several sequential blocks, meaning a spray run of 2-5 km (1.2 - 3 miles). During various visits to Bolivia, I have had the opportunity of working with a number of aerial applicators and farmers with the objective to improve

both pest and disease control combined with reducing spray volumes. A supply of good quality water for spraying is a major issue in some regions. So much so, several farmers have constructed large reservoirs for the collection of rain water. Most of the aerial applicators are located near Santa Cruz de la Serra and operate mostly Pawnees, Cessnas and a few radial-powered Ag Cats and KRUK106s. One operator is expecting delivery of the first Air Tractor for Bolivia. There are a number of challenges and opportunities for the growth of aerial application that hinge on implementing changes though practical training. For all insecticides and fungicides on soybeans and corn, my clients have reduced their spray volumes to 5-10 liters /hectare (1/2 - 1 GPA) with improved control of pests and diseases. Even though operating under conditions


As shown in this photo a quick calibration test is being conducted to check that all nozzles have the same flow rates.

Very important to check that all nozzles are adjusted to the same orifice and deflection angle to ensure a more uniform droplet size.

of high temperature and low relative humidity, operators have been able to consistently maintain good results. This in part to observation of the physical qualities of the chemicals and the use of crop oils. As a result of improved pest control, several farmers decided to increase the use of aircraft since performance was superior to ground applications - especially in low wind conditions. A number of farmers and pilots are under the false belief that the best pilots are those who fly lowest and bring back soybeans around the wheels. We

This design of nozzle needs to be checked for leakage after each adjustment at least once on a daily basis and adjusted to ensure no leaks that result in wasted chemical and poor crop coverage.

have found the most effective method to change this practice is have the pilot spray with a highly concentrated dye that shows how the spray enters the vortices. On many occasions, the aircraft have extended booms with nozzles almost to the wingtips. This resulted in excessive spray drift since droplets enter the wingtip vortices. Severe streaking due to nozzles under the fuselage was resolved through elimination of all nozzles under the fuselage. Numerous tests with product and dyes have demonstrated clearly that practically all aircraft tend to produce a peak in the distribution curve under the fuselage, even without nozzles, due to the air flow around the aircraft fuselage. In addition, nozzles under the fuselage contaminate the aircraft. As a general rule, pilots have learned to calibrate their aircraft on the ground by coupling a pump to the spray boom and measuring the flow rate on all nozzles on a regular basis. Farmers are becoming more demanding and want to see how the equipment operates before loading the aircraft’s hopper. Experience has taught the operators that smaller sized flow meters need to

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This KRUK-106 is applying a combination of insecticides and fungicides on a tall dense crop of soybeans at a total volume of 10 litres/hectare

This Pawnee is demonstrating flying to low to the crop

be installed to cope with lower volumes. The standard larger units have proven to be inaccurate at low flow rates. In some cases, operators have installed flow meters more generally found on ground equipment. Spray drift, although not a major issue due to mostly monoculture, there have been some recent instances of drift damage resulting from herbicide application on pasture land. These problems have been linked to several

factors including: spray nozzles too near the wingtips, leaking check valves, flying too low combined with failure to shut-off early having spray exceed the boundaries of the field being sprayed. The Bolivian aerial application industry is in a growth phase. While there are challenges, the agricultural areas are ideally suited to aerial application; especially since it is often difficult to treat fields with ground machines due to frequent and heavy rainfall.

The mechanics at APLICAR s.a are making adjustments to the rotary atomizers of a Kruk-106 during a series of tests to reduce spray drift. Owner Richard Paz Aponte in middle with white cap.

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Innovative videoscope Machida, the company that manufacturers the industry’s smallest videoscope, is proud to announce another exciting addition to its innovative videoscope product line. In addition to the standard 2mm and 3mm videoscopes and the 3mm working channel videoscope, Machida now offers standard videoscopes with 4mm outer diameters. The 4mm videoscope (VSC-4-140-N(P)) has the same superior optical quality as the 3mm videoscope, but with a more durable outer covering to allow for inspections in even the harshest environments. Just like Machida’s standard 3mm videoscope (VSC-3-140-N(P)), the 4mm

videoscope (VSC-4-140-N(P)) works with either the 15” video processor (7-5050) or the portable 10” video processor (76060). New Machida videoscope specs: • 4mm - VSC-4-140-N(P) • Programmable Settings • Full Screen Presentation • Gain Control • Dynamic HD Image Enhancement • One-Touch, Portable SD Card Archiving • Archived Image Review/Playback • Image Freeze with Picture-in-Picture • White Balance Control • Screen Brightness Control • Light Intensity Control • Image Orientation Control

FAA issues Emergency PT6A AD On September 15, 2011, the FAA issued Emergency Airworthiness Directive (AD) 2011-20-51 for owners and operators of Pratt & Whitney Canada PT6A-15AG, -27, -28, -34, -34AG, -34B and -36 series turboprop engines. This emergency AD was prompted by failures of certain first stage reduction sun gears, manufactured by Timken Alcor Aerospace Technologies, Inc. (TAATI) since February 3, 2010 with Part Manufacturer Approval (PMA) replacement first stage reduction sun gear, part number (P/N) E3024765, serial numbers (S/Ns) PC5-091 through PC5-17 installed. Upon receipt of this AD, do not install on any airplane, any engine or power section module with a TAATI PMA replacement first stage reduction sun gear with the aforementioned part numbers. These gears are manufactured as replacement parts for installation in propeller reduction gearbox assemblies. About 80 of these sun gears are suspect for having a manufacturing anomaly. About half of the suspect sun gears have already been taken out of service. This condition, if not corrected, could result in failure of the shaft portion of the sun gear, which will result in an engine in-flight shut down, possible uncontained

engine failure, aircraft damage, and serious injuries. The FAA is issuing this AD after evaluation of all relevant information and determined the unsafe condition described previously is likely to exist or develop in other products of the same type design. The FAA has found that the risk to the flying public justifies issuing this AD on an emergency basis. This AD requires the removal of affected PMA replacement Timken Alcor Aerospace Technologies, Inc. first stage reduction sun gear and the interacting planet gears, from the propeller reduction gearbox assembly, within 15 operating hours or 15 days after receipt of this AD, whichever occurs first. The Manager, Los Angeles Aircraft Certification Office, FAA, has the authority to approve Alternative Methods of Compliance (AMOC) for this AD, if requested using the procedures found in 14 CFR 39.19.3 For further information about this AD, contact: Paul Craig, Aerospace Engineer, Los Angeles Aircraft Certification Office, FAA, 3960 Paramount Blvd., Suite 100, Lakewood, CA 90712; phone: 562-627-5252; fax: 562-627-5210; e-mail: paul.craig@faa. gov.

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FAA issues Air Tractor engine mount SAIB The FAA issued September 14, 2011 a Special Airworthiness Information Bulletin (SAIB) informing registered owners/operators of all Air Tractor, Inc. Models AT-400, AT-400A, AT-402, AT-402A, and AT-402B airplanes of an airworthiness concern. Specifically, this SAIB provides for general and detailed inspection for fatigue cracking of the engine mount tube. At this time, this airworthiness concern has not been determined to be an unsafe condition that would warrant airworthiness directive (AD) action. The Federal Aviation Administration (FAA) received a report of a fatigue crack in a Model AT-402 airplane engine mount tube at the left hand firewall attach location. The crack started in the tip of the weld where the tubes intersect at the attach bolt lug location (see photo below). This crack area is separate from the engine mount area required to be inspected by AD 2009-11-05 effective on

June 1, 2009. In response, Air Tractor, Inc. issued Snow Engineering Co. Service Letter #297 directing recurring visual inspections of the right and left hand engine mount attach tubes at the firewall, focusing on where the tubes join at the weld tip. The first inspection is performed before continued flight, with recurring inspections at each annual inspection thereafter. Contact the Air Tractor, Inc. Service Department if any cracks are found to obtain a repair or replacement method prior to continued flight. Left unaddressed, cracks can continue around the perimeter of the engine mount attach tube and result in loss of connection of the attach tube at the firewall, leading to reduction in structural integrity. For Further Information Contact, Andrew McAnaul, Aerospace Engineer, 10100 Reunion Place, Ste. 650, San Antonio, TX 78216; Phone: (210) 308-

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3365; Fax: (210) 308-3370; e-mail: andrew.mcanaul@faa.gov. Air Tractor, Inc. issued Service Letter #297 on March 10, 2001 referencing engine mount tube inspections as follows: A crack has been reported in an engine mount tube on an AT-402 aircraft. The crack was located near the upper left firewall attachment of the engine mount and was found to be cracked approximately 75% of the way around the diagonal tube. This crack started at the tip of the weld for the mount

bushing. Please complete the following visual inspection immediately and again at each annual inspection. It is expected that this inspection will take about five minutes, excluding the removal and reinstallation of the cowl skins. To conduct the inspection, remove the side cowl skins on both sides of the aircraft and thoroughly check the area shown below (on both sides of the aircraft) for any cracks or serious corrosion. The likely place for cracks to start is at the tip of the weld.


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’98 Air Tractor 602, N5192T, 5615. TT A/F, -60AG 607.1 SHOT, M3 w/ Big Screen, Flow Control, Hopper Rinse, A/C, Smoker, Wingman, Lane 4 Blade, HD Electric Brakes, Drop Booms, CP Nozzles. Annual due February 2012. Darryl 870-5729011 (10 -10)

1975 A-Model Ag-Cat Project. 5500 ttaf. 1500 smoh Younkin 1340. 60 hour smoh Ag-100 prop. Currently 2 holer ag-cat but I have all the parts to put back to spray configuration. Very straight, cotton sprayer, very little damfage history, corrosion free aircraft. $30,000 obo. Call Chad Stuart. Airplane Services Inc. 850-380-6091 (10-11)

92 Air Tractor 502, 11,725 TT A/F, -34AG 226.0 SHOT 2950 since Covi Light Overhaul, Recent Annual, M-3 w/ Flow Control, Zee air conditioning, Aluminum Booms w/CP Nozzles, 3” Side loader, Spreader, Right Hand boom shut off. Call for Quote. Darryl at 870-572-9011 ( 1 0 - 11 )

‘71 Ag Cat, G-164A, 9171.7TTA/F, R-1340AN-1 w/740.7SMOH, Satloc 99.5 w/Flow Control, Extended Wings, Hershey Tips,82 Gal Fuel, Locking Tail Wheel, Grumman Gate, Weathaero Fan, Drop Booms, CP’s, Elevator Servo, Automatic Flagger, Strobe Lights, Hydromatic Prop, Speed Ring. 75,000. Darryl 870572-9011 ( 1 0 - 11 ) 400 GAL Super B AG CAT, 690 on airframe since rebuild, PT6-20, apprx 900 SOHE, 120 fuel, raised wing, servos, dual brakes, heavy gear, 38in gate, weath aero fan, single point fuel, 2.5in load flagger,smoker, M3 Satloc...*Fresh hot section insp, and annual on sale of aircraft...This is a Northwest aircraft in excellent shape ( NOT JUNK ) working now, and available October 2011 price $335,000 call 509-853-8119 ( 1 0 -11)

1967 G-164A Ag-Cat 9000TT, 475 SMOHE, 650 SMOHP, AG-NAV2, smoker, flagger, B model canopy, AFS check valves with Davidon Tri-Set’s, spreader included. Please email george@cropjet.com or Call 208-358-1802 (10-11)

air tractor 1998 AT-402A-11AG 5815 TTAF&E, Satloc Airstar 99, Factory Air & heat, Lane fan & brake email xmasfs@bellsouth.net or Call 662-719-4186 ( 1 0 - 11 )

Order your DeSpain Pen and Ink Drawing of the Turbine AT-402 today. $60.00 plus S&H. Call 478-987-2250 or order online at agairupdate.com

1997 AT-802A, PT6A-65AG, Annual due: 3-1-12 Spar cap replacement due at TTA of 8000.0 (in 1294.6 hours), Prop overhauled 11-8-10 with factory new blades, All new landing gear installed at 6115.5 (589.9 hours ago), A/C, Heater, CP nozzles, Swathmaster spreader, “GPS” instrument panel, Intellistar GPS, Intelliflow flow control, 38” gate, Wingman Ram air inlet, Fast Start, Offset engine mount Garmin SL40. Darryl 870-572-9011 ( 1 0 - 11 ) 1997 AT-502B, PT6-34AG, frame 7337 TSN, engine 6334 TSN, prop 2090 SOH, A/C, Htr, Smoker, new main gear and hardware, O/H FCU and main fuel pump last year. 573-6492587. ( 1 0 - 11 )

PRICE REDUCED 1978 G 164 C SN 19 C. Rebuilt to better than new condition. AF TT 4090 Garrett super 1 turbine TSC 174 CSC 44 by AG AIR Turbines. Spray ready, Electronics International Digital Engine Display. This aircraft flies excellent and has not been worked since rebuild. Everything on this aircraft has been gone through including 500 gallon hopper refurbishment. Contact Brian Lee - SKY TRACTOR SUPPLY, Broker - located Hillsboro, ND USA Telephone: 800-437-5319, 701-636-5880 Fax: 701-636-5881 ( t f n) G164-C Model King Cat, firewall forward conversion includes R1820-71 engine and Hamilton Standard propeller Model 33D50-119. Engine mount cowling, oil cooler and plumbing, instrument panel also included. For more details contact Matt at Avag Inc. 530-882-4286 (10-11) A+ 450, 300gal DAF TLAnd Comb, 300-SMOHE, 64 Fuel, almost “original” SuperCat. $65K. A+ 600, 300 gal DAF Tland Conb, 194SMOHE, 419 SOH Hyrda-Prop, SatLoc Lite, Fresh AAI LIC., Ready Money maker $125K A+600, Tower/Writer w/1200-SMOH AF&E&P best of the Rosies O’Gradys, flyway. $55K B+600 (AN2) 350 gal DAF Tland Conb, 306 SMOH/OSIRANE. OHC 23D40/6529A 15 prop, AACP/AAI rebuilt, 80 fuel, TST, Hvy Gear, Big Tires, M-3 StaLoc, CropHawk Ready 8/15/11 $185K SB-Walter-FatCat, 950-SMOH AF&E&P, hiwings, TST, HVY GSW, M-3 GPS, A41” TLand Spra 515 Hopper, 125 fuel, Super Value. $325K SB-TPE331-1 ‘08 Queencat Damaged @468 hours, AAI repaired w/468-Scam/ 0-Iran Exec. engine& New prop, 400 hopper, 114 fuel, all SB+ mods and Mint condition throughout!.. $395K C182B Skylane 3300 TTA, 100 SMOHE & P, S-TEC auto pilot, Nice Trade for AgCat .$79K A450 2-holer Project, OH fuselage ready for front seat, 792 SMOHE, no prop ..................................................................$35K AmAg 870-886-2418 (2489F) agcat@bscn.com AmAg 870886-2418 (2489F) agcat@bscn.com t f n J & C Enterprises Aviation Inc. has the remnants of one A-model Cat with 4 decent wing cores and a center section. Can send pictures. Call Sid or Jerry 800-542-8565 or emial jcaviation@pldi.net At fn

1978 Air Tractor AT-301 Serial # 301-0125 Registration N5224S 9747 TT, 873 SMOH. Spar mod done. Fresh annual. No GPS, No Spreader. $64,000 Call 314-968-8815 email. topaircraft@att.net ( 1 0 - 11 )

2006 AT- 802A-65, 4551 TTAF+E, smoker, lane brake, Del Norte with flow control, 10” hydraulic gate with Del Norte controller, quick start, always hangared, no damage history working now. For more info call 573-421-2573 (10 -11)

2001 AT-802A- 7,650TTSN- PT-6ag-65. The engine is 0 overhaul at Dallas air , and has a 3,000 hr full warranty. The wings are 0 on new spar caps, brand new dash and full panel upgrade with a new intellastar w/flow control on dry and wet. Fresh red and white paint , and a grey cockpit, ss steps, smoker, 10’ hyd gate, all booms and nozzles, new gear and new panels, 0 on overhauled prop, it’s just like new, new beaks and tires, plus I’ve got a 500 hr warranty on the airframe. So that is 3,500 hr warranty on this aircraft. $950,000 Call 870-930-8285 ( 1 0 - 11 ) For Sale or Trade: 2011 AT-602 HC 757 HRSTT-60 Dual Single Point Fuel, Lane Electric Brake, Smoker, Flagger, Full Set CP Nozzles, Wing Man, Satloc Intellistar with Flow control - GL-40 Com, Mode C Transponder, Garmin 496, FM-CD, Loaded Always Hangared, Like New Will Trade For Low Time 802 Or Sell Out Right. Call Adam 318-669-8785 Or Heath 318-282-9799 Or Office 318-552-6533. (10-11)

1997 AT-602 for sale with 7054 TT airframe and engine, 371 SOH on FCU, 751 hrs since wings spars done along with a very extensive annual, 1110 since iran on prop, hydrolic gate, cp nozzles, factory ram air, radio package, M3 with f/c, to many extras to list. Call 870-919-5476 ( 1 0 - 11 )

2004 AT-802 PT6-Ag-65. TTSN 3,525, fresh hot put all new CT blades and re coated all parts, new landing gear and tail gear 525 hrs ago. fresh Iran and prop hub, complete tear down on the plan all in great shape, GPS Dash M3, Big Screen, Ram Air, side load fuel, 10 inch hyd. gate, comes with all spray gear and spreader, full fire radio package, Wingman, Lane Fan. loaded up 500 hr Air Fram warranty. $925,000 call Brent 870-930-8285 ( 1 0 - 11 ) 2010 AT-602 SN 602-1183, PT6A-60ag, Intellistar with flow control, CP Nozzles, side load fuel, Smoker, electric brake, Hydro gate, wingman, Available October approx.. 1750 hrs, $900,000. Please call 870-581-2867 or 870-261-8310 ( 1 0 - 11 )

2011 AT602 PT6A-60 AG available December 2011 Southeastern Aircraft Sales & Service 800-441-2964 Air Tractor Dealer t f n 2012 AIR TRACTORS, ALL MODELS, SPRING DELIVERIES $CALL$;1998 AT-402A, -11AG, 5,800 TTAF&E, AIR, SMOKER, FRESH HOT $325,000.00 Lane Aviation 888-995-LANE 281-342-5451 or FAX: 281-232-5401. t f n 2005 AT-602-60 Ready Nov. 2011 current 3650 est hours in Nov. 4200+ Del Norde variable rate, elec. brake, wingman, smoker, spreader, CP’s. Call 662-588-6002 ( 1 0 - 11 )

1980 AT- 301 8960TT Super 6 engine, 902 TT hydromatic prop Tall Tail, all metal control surfaces, aileron servos, Satloc lite, fresh annual with sale, $95,000 559-686-7401 or email valleyaircraft@clearwire.net (0 4 -12) 1998 AT -402A PT6 -11AG 3960 hrs TTAFE, 480 SHOT, fresh annual,flagger,smoker, wingman, Lane fan / brake,SATLOC M3 / Intelliflow, 65 ss CP s ,wing AD complete $ 420,000 318-574-2364 ( 1 0 - 11 )

AT-504: Learn and earn. With side-by-side cockpit seating and 485-gallon capacity, the AT-504 is a great way to train new ag pilots and earn while they learn. Powered by the Pratt & Whitney PT6A-34AG turbine engine, you’ll get working speeds and performance like the tried and true AT-502B. And when the training day is done, you’ll see that it was productive workday, too. Wells Fargo financing for qualified buyers is available; just visit with your Air Tractor dealer. T F N

1989 AT-502-34AG, 10,536.1 TT, Satloc M3 Intelliflow. Smoker, Lane fan and brake, CPs, AC/heat, working now. 970-520-2728 (10 -11) 1997 AT 502-B 9200 TT, 2440 TTSN, 34 AG, 618 SHSI, 87961 Time Remaining on spar caps, Prop 0 SMOH, Bottom load fuel, M3 Satloc VGS, Night lights, drp booms AM safe seat belts, & more. Immaculate!! $525,000 Call 559-686-7401 or email valleyaircraft@clearwire.net (04-12) 1993 Air Tractor 401- Geared 1340 Covington, 330 SOH hydramatic, 2 years to inspection, Air, smoker, electric brake, TXP, Ky196, Satloc lite. Mid Continent Aircraft Corp Hayti, MO 573-359-0500 tfn

AT-602: Trim your overhead. You’ll reduce costs and increase profit margins when you scale a multi-plane operation down to a single-plane operation. Air Tractor’s AT-602 makes it an easy choice. The big 630-gallon payload moves you up to high volume production, reduces loads, saves time and helps trim operating expenses compared with two smaller planes. The AT-602 is the ideal solution for 5-gallon work on center-pivot circles. Step it up with an AT-602. Visit your Air Tractor dealer. T F N

2011 Airplanes Available AT602 -60 November delivery AT502B -34 December delivery AT602 -65 September delivery AT802 -65 December delivery Options to your specifications. Call for prices 870-295-6218 tfn 2008 AT 602 PT6-60AG,2620 TTAF&E, loaded, SATLOC M3 w constant/vari rate Intelleflow, lane fan and brake, 68 CP TT, owner flown since new, ready to go - now spraying corn in Iowa $ 860,000 , 318-341-1035 (10 -11) 1999 Air Tractor AT-402A, approximately 6,500 TT. 1 owner since new, this airplane has spent it’s life on boll weevil contracts. All available options. Keeter Aerial Spraying, Inc. Olney, Texas. 940-564-5893 ( 1 0 - 11 )

AT-401B: Power and payload at the right price. Step up to a highly productive, low maintenance piston engine ag plane for a price that makes solid business sense. The economical 400-gallon capacity AT-401B has a piston-engine price tag, plus all the reliability, durability, safety features and flying ease that make Air Tractor the industry leader. Call your Air Tractor dealer.

October 2011

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1987 AT-301 TT 5374 air frame, engine 1021 SMOH, prop Ag100-2 139 SOH, WagFlagger, W Washer, smoker,SS Spray valve, New Seat, 126 fuel, 350 hopper, A/C, CP nozzles, SS spreader, and more $70,000 843-586-9422 cell 843-454-6206 (10 -11)

1946 Piper PA-12 Nice airplane, many mods, nearly Alaska ready, must see call Rick for pictures & more info., Southeastern Aircraft 800-441-2964 t f n

J & C Enterprises Aviation Inc. has 29” wheel sets. We will accept your 10” wheel and brakes in exchange. Call Jerry or Sid 800-542-8565 or email jcaviation@pldi.net Atfn

Order your DeSpain Pen and Ink Drawing of the Piper Pawnee today. $60.00 plus S&H. Call 478-987-2250 or order online at agairupdate.com

1994 S2R 510-45, 6800 TTAF, Fast start, Load Hog, spreader, Lane brake & fan, new cp11TT, right boom shut off, M3 w/ flow control. All new glass, tires & brakes. Heat & AC. Working everyday. Very Fast & Clean! 870-692-8305 ( 1 0 - 11 )

Order your DeSpain Pen and Ink Drawing of the Dual Cockpit Air Tractor, today. $60.00 plus S&H. Call 478-987-2250 or order online at agairupdate.com

cessna AT-402B: Go turbo. The AT-402B, with the time-proven Pratt & Whitney PT6A-15AG turbine engine, offers impressive climb rates and overall performance. The AT-402B’s light handling characteristics help reduce pilot fatigue – while delivering the payload, speed and productivity that helps create profits. Visit your Air Tractor dealer and learn how Wells Fargo’s financing options for qualified buyers make owning an Air Tractor more affordable than you might think. T F N

Piper airframe parts, continental and Lycoming engine parts and a few spray system parts, new surplus, big discounts! Please have part numbers when contacting us. Preferred Airparts, 800-433-0814 US/Canada; 330698-0280. Check stock at www.preferredairparts.com tfn

1982 Cessna Ag Husky. N9980J. A/C T.T 4254, Engine T.T 6061, SMOH 939, Prop T.T 3018 SMOH 900. Smoker, Auto Flagger, A/C, CP nozzels and fert spreader. Great worker!! $125K. email matthew_mosman@yahoo.com or Call 208-874-2746 ( 1 0 - 11 )

Order your DeSpain Pen and Ink Drawing of the AT-602 today. $60.00 plus S&H. Call 478-987-2250 or order online at agairupdate.com

1975 Cessna Truck-beautiful paint, immaculate cockpit, 5 pt. harness, streamline boom, M3, always hangered. 5630 TT, Large Propellor blades, Special pre season price. Mid Continent Aircraft Corp Hayti, MO 573-359-0500 t f n

thrush 1982 S2R Thrush 4400 TTAF 1,100/1340 Engine. 100 hrs Overhaul Ag100-1 Prop New Cam & Starter, Satloc 99, Flow Control, Wing Tips, Smoker, CPs, Clean Fuseslage. Great Turbin Conversion. 119,500 Contact Tony 661-477-2523 Tony.pilot@rocketmail.com ( 1 0 - 11 )

Turbine Thrush fuselage with PT6-34 engine mount and ballis, Stainless steel belly, control stick tubes, canopy, 500 Gal hopper. Asking $26,500. GND@Succeed.net Call 530682-7668 ( 1 0 - 11 ) Thrush Aircraft has two Radio Magnetic Indicators – K1 229, Part # 066-3038-00, 14/28 vol to sale. New and only asking $4005 each. Email rcarter@thrushaircraft.com or call Ray Carter 229.789.0453. (t f n))

Save money. Buy used. Parting out several Air Tractor 402, 502, 602, and 802, Thrush and , Ag Cats. Call Chad Stuart. Airplane Services, Inc. 850-380-6091 ( 1 0 - 11 ) 2007 AT-401B, 65 TTAF, 65 SMOH, 3 BLADE HYD, COM, TXP, LIKE NEW $355,000.00 Lane Aviation 888-995-LANE 281-342-5451 or FAX: 281-232-5401. t f n 1969 Cessna 188 Ag Wagon, 2500 TT, 55 SMOH, Motor da caixa Continental, Satloc Lite, duas pares de barras inox (CP & rotativos), Spreader e mais. Muito bem conservado e arrumado Pronto para trabalhar. R$280.000,00 Homoligado em Brasil em 2005, Localisado em Goias thomas.morley@comcast.net ( 1 0 - 11 )

AT-401s several units 2006 and 2007 year models. Less than 200 hours TT. Like new. 3-blade prop. Contact for prices: info@airtractoreurope.com, +34667102184. tfn

Large inventory or Air Tractor Parts. Surplus to our needs. Call for list. Air Repair, Inc. Phone. 662-846-0228 Fax. 662843-0811 sales@airrepairinc.com tfn

Will trade nice 1972 Super Viking for flying Ag Truck or Pawnee. Will consider projects. Call Jerry at J & C Enterprises Aviation, Inc. 1-800-542-8565 Atfn

Cessna 337, several units, very low flight hours, perfect state, extremely careful maintenance, fully equipped, long range tanks, fully IFR, contact for prices and specs. info@ airtractoreurope.com, +34667102184 t f n Cessna airframe parts, Continental and Lycoming engine parts, and a few spray system parts, new surplus, big discounts! Please have part numbers when contacting us. Preferred Airparts, 800-433-0814 US/Canada; 330-6980280. Check stock at www.preferredairparts.com t f n J & C enterprises Aviation Inc. Wants to buy your Cessna aircraft, New & Used part of any kind. Call Jerry 800-5428565 or email jcaviation@pldi.net At fn

piper 1979 Piper Pawnee Brave, PA 36-450, Conversion a Pratt & Whitney Radial R-985 de 450hp! 3,972 horas tiempo total, 712 horas desde reparación mayor motor. $75,000 Sun Valley Dusting, 956-399-5323, Fax 956-399-2320 t f n AT-502B: More performance; more profit potential. With Air Tractor’s AT-502B there’s plenty of power and a big, 500gallon payload to please both pilot and operator. The Pratt & Whitney PT6A-34AG turbine engine delivers efficient and effective performance that shortens ferry times and reduces takeoffs and landings. Since 1987 the AT-502 series has set the standard as the industry’s most popular ag plane. You can own one with attractive financing options from Wells Fargo. Talk to your Air Tractor dealer. TFN

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agairupdate.com

93 Thrush T34-510, 9643 TTAF, Recent annual & HSI, M-3, A/C, Smoker, VG Kit, Lane 4, Brake, SS Booms, CP nozzles, Super Clean, $365,000. Darryl at 870-572-9011 (10 -11)

1977 Cessna 150, 3,100 Horas desde nuevo, “0” horas desde reparación mayor – motor. GPS, Nav-Com, Transponder w/encoder. Recién pintado. $35,000 Sun Valley Dusting, 956-399-5323, Fax 956-399-2320 tfn

WE have the largest NEW inventory of Cessna 188 AG Truck & Ag Wagon parts in the USA. Parting out many other air crafts as well. J & C Enterprises Aviatiion INC 800-542-8565 or Email Sid or Jerry at jcaviation@pldi.net Atfn

AT-802: Capacity that creates profits. An 800-gallon hopper, zippy 190 mph ferry speeds, and greater working capacity than any other ag aircraft on the market - the AT-802 is simply a hoss. With the AT-802 you’ll ferry faster, spray more fields and do bigger jobs all in one load. That’s production that only Air Tractor can offer you. Visit with your Air Tractor dealer about the AT-802. And ask about special Air Tractor financing now available from Wells Fargo for qualified buyers. T F N

1979 Geared Super Six Thrush, 5300 TT 0 SMOH by Aero Engines, 0 Iran Prop 23D40 with albatross blades. 12:1 Blower. MVP-50 digital engine monitor. Dyna Nav GPS, Dyna View, Auto Cal flow control, Weath Aero fan, Super booms, CP flat fan nozzles with swivels. New fabric on tail, Serv-Aero turtle deck, Johnston wing root fairings, Ram air inlets, night working lights, turn lights, Smoker, wing extensions, VG’s. Clean, Light weight, Productive! 190,000 Ready in Jan or Feb. Call 970-595-0946 or Email gtallen401@gmail.com (10-11)

Order your DeSpain Pen and Ink Drawing of The 510 Thrush today. $60.00 plus S&H. Call 478-987-2250 or order online at agairupdate.com 1996 Thrush S2R-6, 4250 TT, 500 TT Since hot Section, 1000 hrs since gearbox. $385,000. Call 229-886-8592 ( 10 -11) Turbine Thrush-6351 TTSN, PT6-20 8012 TTSN, Wing AD complied, Big Butterfly, Borescope and Eddy Current done 10-2010, Big Fuel, New Tail Fabric, Spring Tailwheel, Satloc, Extensive Annual, VHF, Hangared, Retiring, Make Offer 306536-5055 ( 1 0 - 11 ) 2009 Thrush PT6-34 – 1800TT, GPS, flow control, load hawg, hopper rinse, fully equipped, bottom fuel,. Mid Continent Aircraft Corp Hayti, MO 573-359-0500 t f n

N752WC 2010 J.A.S. REMANUFACTURED WALTER CONVERSION THRUSH 130 Total Time Since Complete Rework of Aircraft, Factory Hot and High Remanufactured Engine, (751 SHP), Cascade Conversion, New Avia High Performance Propeller, 510 Gal. Hopper, Weath-Aero Fan, Stainless Steel Booms, CP Nozzles, 3” Left Side Load, Wing Extensions, 40,000 Hr. Avenger Spar Cap Kit, New H.D. Wing Leading Edge Skins and Ribs, 192 Gal. Fuel, Vortex Generators, Wing Root Fairings, Aileron Servos, Bottom Load Fuel, 29” Tires, Spring Steel Tailwheel with 5.00 X 5 Tire, Air conditioning, New Intellistar GPS with Intelliflow Flow Control, Smoker, Flagger, Garmin COM Radio, Nav / Strobe / Instrument / Landing Lights, Oregon Aero Seat Cushions, New Side Panels with Stainless Steel Fasteners, Excellent Tires / Glass / New Poly Fiber Fabric. 559-686-1794 / Email info@johnstonaircraft.com t f n

Turbine Thrush -500 gallon, super clean, Walters 2002 conversion by Johnson, M3, flow control, air, bottom fuel, powder coated frame, no rice work. Mid Continent Aircraft Corp Hayti, MO 573-359-0500 tfn WORLD WIDE THRUSH Sales Exclusive U.S. dealer Canada, Mexico- New/Used Ag Thrush, 34-510, 550-60, 660-67. *FINANCING AVAILABLE*Mid-Continent Aircraft, Hayti, MO/ (573) 359-0500. http://www.midcont.net tfn

1982 Piper PA-18-150 Super Cub, 500 horas desde nuevo!!, Tela nueva, pintura nueva, micas nuevas, recién inspecionado, GPS, Comm, Transponder. El PA-18 más nuevo y bonito en el mercado, $160,000 Sun Valley Dusting, 956399-5323, Fax 956-399-2320 t f n

1992 Ayres 510 D C - 7,600 Hrs. TT; Garrett -6 Engine Low Time; M-3 with Variable Rate Flow Control, C.P. Nozzles; SS Spray System with Lane brakes; Air Conditioner; Smoker; Low time Prop; Nice clean airplane that is ready to work Priced To Sell Call Eugene 979-532-1718, 979-533-1720 Day or night A 4 - 12

J & C Enterprises avaition Inc. Wants to buy your Piper, Pawnee or Brave aircraft. We are also looking for parts inventory, or derelect aircraft as well call Jerry at 800-542-8565 or email jcaviation@pldi.net At fn

510 Factory CAM TPE331-6 Thrush; 9998TT, 134 since hot, fresh strip & paint, new Harbor A/C, fresh annual & all ad’s, CW by Agair. Satlock, SSF. combo, CP nozzles. $340,000 USD. 870-886 8331 david@arkansasturbine.com ( 10 -11)

The 660 Thrush with its innovative wing design and 54 foot wing span and over 400 square foot wing area ensures unmatched stability and control during Ag maneuvers. The combination of a solid airframe and powerful engine creates an airplane that outperforms the competition. Thrush is known for their structural durability and excellent performance under extreme conditions. www.thrushaircraft.com For sale 2-600 hp Rockwell Thrushes, current annuals, always hangared, excellent condition, Call 306-861-0177. (10-11) Large inventory of Thrush parts surplus to our needs. Call for list. Air Repair, Inc. Phone. 662-846-0228 Fax. 662-8430811 sales@airrepairinc.com t f n


The 550 Thrush offers new sturdy hopper and innovative large hopper door to improve access when loading dry chemicals, while providing a 550 gallon capacity. Fuel economy, low acquisition cost and proven performance makes the 550 Thrush a great option for operators. The 550 Thrush offers a choice of power plants, allowing you to tailor the aircraft. www.thrushaircraft.com

1946 J3- 85 HP TT Unknown Time since overhaul- 600 hrs Time since prop overhaul- 600 hrs Cleveland wheels and brakes. Asking $30,000 Call 530-682-7668 ( 1 0 - 11 )

Plan for the

2000 Beechcraft Bonanza ¡Turbohélice!, 200 horas desde nuevo con radios Garmin (530,430), y King. Motor-Rolls Royce 450hp. ¡Rapido! Como nuevo. $740,000 Sun Valley Dusting, 956-399-5323, Fax 956-399-2320 t f n

The 510 Thrush has sent the standard in Ag Aviation for dependability. With rugged construction, simplified system and low maintenance, the 510 Thrush is the aircraft any operator can depend upon. Low maintenance, maximum loads, superior pattern makes the 510 Thrush a profit machine. All Thrush Aircraft models provide superb visibility, light control forces, and unmatched speed and maneuverability. www.thrushaircraft.com

bell - hiller For Sale (1) Bell 47 Mark 5 Tom Cat with trailer and SS spray gear $90,000 (1) Bell 47 G-5 with spray gear with trailer and GPS $110,000. Call 717-334-0280 or 863-675-6919 (10-11)

miscellaneous aircraft

B1-A Callair Manufacturing Rights. Available now is the type certificate, drawings, jigs, tooling, aircraft parts, and property associated with this 300 gal Pratt and Whitney 985 powered sprayer. Start your own aircraft company or expand your line. Call for details. Airplane Services Inc. 850-675-1252, 850-380-7268, 850-380-6091. (10 -11) Unlimited Racer project: 85% complete Yak11, 3350 turbo compound with many spare parts including engine. Call with best offer. For pictures and details call Frost Flying Inc. 870-295-6213 t f n

engines Pratt and Whitney overhauled 1340 cylinders $1850, called Terry at 870-536-1348 or David at 870-550-1664 ( 10 -11) 1972 Citabria, 860 ttsn fresh annual in August, 1 king 195 com, 1 Garmin 150 GPS in the box with sale wheel pants, Sigtronics intercom, dry country airplane entire life.$42,500 email denny_ohara@yahoo.com or call 806-679-2202 ( 10 -11)

FOR SALE: PT6-15AG TTSN 3980, “0” time since light overhaul by Timken Aerospace, Prop Gov, Prop Overspeed gov, Starter Gen. fuel pump.$235,000.00. Cascade Aircraft Conversion 509-635-1212 cascade@completebbs.com ( 0 8 - 1 2 )

Gulf Coast aG airCraft sales & serviCe “Century” wing spar for Thrush S2R aircraft. Lifetime spar without inspections, economical and easy to install. Call Eugene For Details at 979-533-1720

new Air Tractor in your future. YOUR #1 AIR TRACTOR DISTRIBUTOR IN SALES AND SERVICE AIRCRAFT 2012 AIR TRACTORS, ALL MODELS, SPRING DELIVERIES ...................................... $CALL$ 1998 AT-402A, -11AG, 5,800 TTAF&E, AIR, SMOKER, FRESH HOT ..................$325,000.00 ENGINES R-1340, ZERO TIME SINCE OVERHAUL BY COVINGTON .................................$57,500 NEW PT6 -11, 15, 34, 60, 65, 67 OUTRIGHT OR EXCHANGE ...........................$CALL$ PROPELLERS HARTZELL 3 BLADE AND 5 BLADED PROPS – New And Used .........................$CALL$ DISPERSAL EQUIPMENT TRANSLAND 10 VAIN SPREADER FOR 38” GATE, NEW ......................................$9,400 AGRINAUTICS, ROOT, CROPHAWK, TRANSLAND, OTHERS .............................$CALL$

1976 Ayres 400 Gal. Thrush with -6 Garrett Engine; Satloc; Air Conditioner; Smoker; 29” Wheels and Brakes; New Paint; Fresh OH Prop; SS Spray System; Lane Brakes. Garrett TPE331-6-252M Please call for info. Engines available Garrett TPE-331-10-511M 2 engines available with lots of time and cycles remaining. Call for info.

Used Thrush Parts for Sale

Several sets of late model wings • Metal Thrush tails • Many other items

CALL EUGENE DAY OR NIGHT

979-532-1718 • 979-533-1720

Lane Aviation, Inc. “Specializing in Turbine and Piston Air Tractors”

888-995-5263

281-342-5451 TEL • 281-232-5401 FAX e-mail: glane@laneav.com • www.laneav.com P.O. Box 432 • Rosenberg, Texas 77471 October 2011

29A


PT6-45R, “0” Since Light O/H power section, 3264 SOH power section, 1498 SOH gas generator, “0” SHOT, OHC prop gov., $265,000 AR/870-572-9011 (1 0 -11)

PT6A ENGINES ATS maintains one of the largest replacement engine inventories in the industry and can quickly and fairly evaluate your core or mid-time PT6 engine for exchange credit or outright purchase. View our current engine inventory at www.PT6A.aero (FAA CRS TQZR133K) PT6A engines for Sale or Exchange. t f n

TPE331-1-101Z 468-Scam/0-Iran (Exec) $155,000 TPE-PC (2-1/2cores) $3,500 TPE331-6-252M (Dmgd Core Nice Logs) $6,500 R985 AN14 792 SMOH (API)$10,500 R985 AN14 1045 SMOH (Cov).$14,500 R1340-AN2 (Cov) 1115-SMOH...................$19,000 R1340-AN1 1258 SMOH (Cov/W12-1 Blower)...$19,000 AmAg 870-886-2418 (2489F) agcat@bscn.com t f n

New PT6-34 ag engine in stock Call for price Frost Flying Inc. 870-295-6213 A tfn J & C Enterprises Aviation Inc. has the largest selection of Lycoming and Continental engine cores in stock. Over 100 to choose from. Call Sid or Jerry for your parts or engines needs. 800-542-8565 or email jcaviation@pldi.net A t f n

Universal Turbine Parts 12 ea PT6A-27/28 TSO 0, 0, 0, 255, 691, 3482, 3502, 3502, 3598, 3614, 3882, 7993 2 ea PT6A-34AG (2) TSO 0; PT6A-42 TSO 4662 5 ea PT6A-50 TSO 3137, 3869, 5297, 6205, 7051 We also buy PT6 engines in all conditions. Please call Bill or Joel at 334-361-7853 or email bmershon@UTPparts.com or jplake@UTPparts.com. tfn

Pratt & Whitney R-985 & R-1340 Overhauled Engines in stock. Props, carburetors, magnetos, alternators, & accessories for above engines. Call Chester Roberts Supply Company, Collinsville, TX Tel: 903-429-6805 Fax: 903429-6047 crs5r@aol.com (0 4 -12)

Garrett TPE331-6-252M Please call for info. 2 engines available. 979-532-1718, 979-533-1720 Day or night A 4-12 Garrett TPE-331-10-511M 2 engines available with lots of time and cycles remaining. Call for info. 979-532-1718, 979-533-1720 Day or night A 4 -12

PT6A-28 TSO 3684 Fresh HSI PT6A-28 TSO Zero PT6A-34 TSO Zero PT6A-114A Zero time overhauled PT6A-41 TSO 974 PT6A-42 TSO Zero Phone: 305-825-2001 Email preeves@jsamiami.com Email krod@jsamiami.com ( 1 0 - 11 )

R-1340, zero time since overhaul by Covington $53,500.00 New PT6 -11, 15, 34, 60, 65, 67 outright or exchange call Lane Aviation 888-995-LANE 281-342-5451 or FAX 281232-5401 t f n

Cylinders For Sale – Overhauled complete assy’s with new pistons installed. Ready to install. R-985 $1250.00 each Two or more less 5%: R-1340 $1950.00 each Two or more less 5%: Outright price: includes all gaskets. Sun Air Parts. 661-257-7708 fax 661-257-7710 T F N

10,000 P/N of Continental & Lycoming parts, 50% discount on most new! Please have part numbers when contacting us. Preferred Airparts, 800-433-0814 US/Canada; 330698-0280. Check stock at www.preferredairparts.com t f n

J ohnston A ircrAft s ervice SUPPORTING AG AVIATION SINCE 1947!!!

THRUSH / PIPER BRAVE / PAWNEE / CESSNA AG / AG-CAT / AIR TRACTOR • AIRCRAFT SALES / SERVICE / PARTS / MODIFICATIONS JAS REMANUFACTURED WALTER CONVERSION THRUSHS Excellent Performance - Reasonable Price

Covington Turbine Engines Available. PT6A-20 2800 TSO PT6A-15AG 0 Time Since Covington Light Overhaul PT6A-34AG 1789 TSO PT6A-34AG 780 TSO PT6A-34AG 0 TSO PT6A-34AG 0 Time Since Covington Light Overhaul We are also interested in buying or exchanging for any core you may have regardless of condition. Contact: David Hamilton at 918-756-7862 or davidh@ covingtonaircraft.com A t f n

dispersal equipment 10 ASC rotary nozzles on stainless booms complete. $6800, 701-520-1597 ( 1 0 - 11 ) Newberg Electrostatic Spraying LLC is the exclusive distributor for Spectrum Electrostatic Spray Systems. Do more acres with better performance. Call Ed Newberg 320-848-2745. Serving northern US and Canada. Now STC’d for all 400 and 500 series Air Tractors. (10 -11) Transland and Agrinautics authorized distributor – Call us with your needs. Sid or Jerry @ J & C Enterprises 1-800542-8565 or e-mail jcaviation@pldi.net At fn CP NOZZLES AND CHECK VALVES. Distribuidor en Argentina: ArAvia S.A. -Venado Tuerto (Sta Fe) T.E. 54-3462-433540 FAX: 438344 tfn ASC Rotary Atomizers - See www.dynafog.com/ascresults and April 2009 issue of AAU, A. McCracken. Made in USA. asc@ dynafog.com, 317-896-2561 A 0 1 -12 Stainless Steel Fabricators, Inc. ---Stainless spreaders and accessories new and used. We manufacture 12 vane,13 vane, & 10 vane spreaders plus more. Have used trans. high vol. hyd. 10 in. gate, 10 vane spreader in GC $5,800. Call us at 800-736-3433 or 870-217-9232. (10 -11) ASC Rotary Atomizers - Consistent droplets, large flow openings, easy to mount without changing your existing pump, boom and flow control method. Made in USA. asc@dynafog. com, 317-896-2561 A 0 1 -12 Everything you need for fixed wing or helicopter JAS 559-6861794, FAX 559-686-9360, e-mail: info@johnstonaircraft.com web site: www,johnstonaircraft.com t f n

N752WC

130 TT Since Complete Rework of Aircraft Factory Hot and High Remanufactured Engine (751 SHP), Cascade Conversion CP Nozzles - Smoker / Flagger - 40,000 Hr. Avenger Spar Cap Kit - New Intellistar GPS with Intelliflow Flow Control - Garmin COM Radio Oregon Aero Seat Cushions - Bottom Load Fuel

N753WC

0 TT Since Complete Rework of Aircraft Factory Hot and High Remanufactured Engine (751 SHP), Cascade Conversion Very Low Time Thrush SPAR Caps Newly Covered Cool Seat Serv-Aero modified horizontal Stabilizer New style dropped boom brackets

PLUS ALL THESE FEATURES: • • • • • •

510 Gal. Hopper Weath-Aero Fan Stainless Steel Booms, 3” Left Side Load Wing Extensions New H.D. Wing Leading Edge Skins and Ribs

• • • • •

192 Gal. Fuel Vortex Generators Wing Root Fairings Aileron Servos 29” Tires, Spring Steel Tailwheel with 5.00 X 5 Tire • Air Conditioning

• Nav / Strobe / Instrument / Landing Lights • New Side Panels with Stainless Steel Fasteners • New Custom Paint • Excellent Tires / Glass / New Poly Fiber Fabric

Distributor for APS “Bla ck Steel ” Brake discs and linings ®

IN STOCK

40,000 Hour Life Avenger SpAr CAp Kit! new fACtory Lower SpAr CApS

30A

TRANSLAND 10 vane sprder for 38” gate, new $9400 Agrinautics, root, Crophawk, Transland, others Lane Aviation 281-342-5451 or FA X 281-232-5401.t fn CP NOZZLES AND CHECK VALVES “The Drift fighters”. Plus they improve your spray pattern. Contact Johnston Aircraft Service, Inc. 24 hr. Tel 559-686-1794, FAX 559-686-9360, e-mail: info@johnstonaircraft.com web site: www.johnstonaircraft.com t f n Transland and Agrinautics, overstock sale. Call Danny for listing 662-846-0228 Fax. 662-843-0811 sales@airrepairinc. com t f n ASC Rotary Atomizers - Why use old hydraulic nozzle technology? Rotary Atomizers are proven as the most accurate method to apply both low & high volume formulations. Made in USA. asc@dynafog.com, 317-896-2561 A 0 1 -12 SprayTarget variable rate nozzles in stock. Air Repair, Inc. Phone. 662-846-0228 Fax. 662-843-0811 sales@airrepairinc.com t f n Variable Rate OC and engine driven hydraulic spray control systems. Coming soon variable rate dry for standard gate and hydraulic flaps. Air Repair, Inc. Phone. 662-846-0228 Fax. 662-843-0811 sales@airrepairinc.com t f n Agrinautics, Inc. Best spray pumps, valves, and strainers in the business! For service w/ a smile,call us at 435-586-1200. e-mail: agrinaut@cedarcity.net t f n

gps Satloc guidance and flow control systems in stock. Quick repair and warranty service. “when you want it done right” call Compton Flying Service 888-336-3924 tfn

24 HR. PHONES: 559-686-1794 or 686-2161 FAX: 559-686-9360 P.O. Box 1457, Tulare, CA 93275 Se Habla Español info@johnstonaircraft.com • parts@johnstonaircraft.com

TRACMAP GPS has great features, easy to use, large screen, racetrack guidance, usb key easy import of files, competitive pricing. Now available from Turbine Conversions call 616-837-9428 www.turbineconversions.com 1 2 - 1 1

www.johnstonaircraft.com

Satloc, Intelliflow The leading edge Satloc Level III Service repair center. Mid-Continent Aircraft Corp. Hayti, Mo 800325-0885. t f n

agairupdate.com


Intelliflow Flow Controls -in stock, now shipping! Sky Tractor Supply 1-800-437-5319 tfn Hemisphere GPS systems in stock, Bantham, Intellistar, M3, Intelliflow, and Litestar2. We did it again, leading Level 3 Service Center/Dealer 2009. Why buy anywhere else, we’ve got what you need, and service after the sale! Call now 800-437-5319 Sky-Tractor Supply Company tfn Used Satlocs. Litestar 1 and II. Airstar. New M3s in stock Prompt repair service Compton Flying Service 888-336-3924 t f n Satloc and Del Norte Air Repair Inc, is the worldwide leader in sales and sercece. Call Danny (sales) or Dallas (service) 662846-0228 Fax. 662-843-0811 sales@airrepairinc.com tfn Hemisphere GPS & Flow Control Dealer Johnston Aircraft Service, Inc. 24 hr. Tel 559-686-1794, FAX 559-686-9360, e-mail: info@johnstonaircraft.com t f n Authorized AgNav Distributors. New and used systems. GIS Spray data services/conversion. Summit Helicopters Inc. Call Gary at 816-813-0442. summitGIS@earthlink.net (10-11)

Pressure Cowls for all PT6 Air Tractor and Thrush. Reduce ITT 35 to 70 degrees. Reduce fuel consumption. Save on Hot Section Inspections. Easy access to fuel nozzle & air filter. Reduce NG 1 to 3%. Make your -15 perform like a -34. ELIMINATE ONGOING AIR FILTER PURCHASES! Now taking deposits and scheduling deliveries for mid-late 2011 and early 2012. Please contact Cascade Aircraft Conversions at 509-6351212 or tom@cascadeaircraftconversions.com . (08-12)

FRoST FlyiNg iNc.

We have many ROOT PUMP (Neito) parts in stock. Call Rick @ Southeastern Aircraft Sales & Service 800-441-2964. t f n New M3 (LAST ONE) Intellistar, Bantum, Litestar II, Intelliflow Systems. On the shelf ready to ship. Used Litestar II, Used Airstar. READY Compton flying Service 888-336-3924 t f n

parts Overhauled Oil cooler off Thrush PN # 10003A off Thrush. OH by Pacific Oil Cooler. $1400. Call 907-746-2585 (10-11)

New Record Inlet System Asking $15,000 Call 530-6827668 (10 -11)

Cascade Aircraft Conversions Barrier Filter System for the Soloy Turbine Converted Bell 47/Hiller 12 Helicopters. See decreased TOT by up to 38 degrees C. Pull full torque at lower TOT temps, burn less fuel, extend the life of critical turbine parts. Contact Cascade Aircraft Conversions at 509635-1212 or tom@cascadeaircraftconversions.com . (08-12)

Call Bruce’s Flying Service for all of your Thrush parts needs! 229-725-4150, fax 229-725-5135. E-mail bruceandrews62@ gmail.com. ( 1 0 - 11 )

Thrush Aircraft has surplus inventory - Tube Engine Control: 19561T004, 19561T005, 19561T006, 19561T007, 19561T008, Gussett Engine Control: 19561T009, 19561T010, 19561T011. Email rcarter@thrushaircraft.com or call Ray Carter 229.789.0453. (t f n)

25 inch Breckinridge Spreader. $2500. Call Chad Stuart. Airplane Services Inc. 850-380-6091. ( 1 0 - 11 )

Starter, Generator and Quad Kit for a G6. Email rcarter@ thrushaircraft.com or call Ray Carter 229.789.0453 ( t f n )

2011 Slots Available ..................................................................Call 2008 802A, 1,322 Hrs TT AF&E, -67, Smoker, Electric Brake Ground Adjust, Single Point Fuel, CP’s with Swivels, Satloc with Flow Control, Wingman, 10” Hydraulic Gate with Del Norte Controller, Fresh HSI, Fresh Annual, Prop, Iran.............................................. $1,150,000

SOLD

OLD S 2008 AT-802A, 1030 TTAF&E, -65, smoker, single point fuel, elec. brake gr. adj., 40 extra nozzles, Del Norte Gate controller, Wingman, 10” D L O hydraulic gate, fresh HSI, fresh annual ............................ $1,060,000 S referred New Surplus AT-502B, 8159 TTAF&E, -34, 0 SHSI, 441 hrs on spar, 441 hrs Aircraft parts! 1995 LD on gear, smoker, CPs, load hog, air Satloc, 3”side load, ..O $365,000 S irparts Discounts ranging from

PA

25% to 85% off!

Chosen for value and service

New surplus aircraft parts in stock for:

2008 AT-802A, 923 TTAF&E, -65, smoker, single point fuel, elec. brake gr. adj., 10” hydraulic gate, fresh HSI, fresh annual .......... $1,060,000

Unlimited Racer Project: 85% complete Yak 11, 3350 turbo compound with many spare parts including engine. Call with best offer. For pictures and details ........................................................CALL

Cessna, Piper, and many others, fixed and rotor wing!

• • • • • • • •

Complete Air Tractor Parts And Accessories

Airframe parts Accessories and parts Dispersal system parts Wheels, brakes and parts Propellers, blades and parts Spark plugs, filters of all kinds Engine parts, piston and turbine Hardware: AN, MS, NAS

Dealer For Every Major Ag Aviation Parts and Supplies Large Selection of PT6 Accessories New Turbine Props and Blades 0 SMOH 1340 Younkin S/S Pumps, Booms and Center Boom for Air Tractor

nline Free o arch! ory Se Invent

www.preferredairparts.com

800-433-0814

NEW SALES HOURS

Tel. 330-698-0280 - Fax. 330-698-3164 sales2@preferredairparts.com

Call or check online for details!

Toll free, U.S. & Canada

We Buy Worldwide!

7:15am to 8:00pm

Weath-Aero

EST.

Inventories of new parts for almost anything.

Jack Frost Frost Flying Inc Office 870-295-6213 Fax 870-295-6674 jrfrost47@hotmail.com

compro

Target Spray Variable Rate Nozzles

Parts 870-295-6218 Fax 870-295-6237 frostparts@hotmail.com

Large inventory of PT6 and Air Tractor parts • Financing Available Call for Wingman installation For AgAv Parts & Accessories Call Tommy Allen

October 2011

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Thrush Aircraft has surplus inventory – interested? 19500T010 Plate Outside Finger, 19500T011 Plate Top, 19500T012 Plate Cross Bay, 19500T013 Plate Clevis Wrap, 19500T014 Plate Cross Bay, 19500T015 Plate Clevis Wrap 19500T035 Plate, 10734T001 Plate, 10734T002 Plate, 19530T013 Plate Cross Bay 19533T002 Plate Muff End Liner, 19533T007 Plate Muff End, 19533T008 Plate Muff End Outer. Email rcarter@thrushaircraft.com or call Ray Carter 229.789.0453. (t f n)

Um par de asas estendida 95% completa do Thrush S2R. A pair of extended wings 95% complete Thrush S2R. Brazil. garciaviagricola@uol.com.br / 16 36274879 (t f n)

Thrush Aircraft has surplus inventory. Dishpan Brackets 19520T010, 11, 12, 13, 14, 15, 16, 17, 18, 19, 21, 22;Dishpan Top 19520T005; Dishpan Cuff 19519T001 Email rcarter@ thrushaircraft.com or call Ray Carter 229.789.0453. (t f n)

ITT Gauge for a G6 (100-5812-01) and 67 (PT6A-67 Ag, part#590-40020, range 200-1200’C) engine, 1005812-01 Email rcarter@thrushaircraft.com or call Ray Carter229.789.0453. (t fn)

Angel Personal Flight Assistant - in stock, shipping today. Premium quality Bluetooth interface for the cockpit. Noise free cell phone use without fumbling for your phone. Caller ID, direct dial, redial, voice dial, download phonebook and call list entries, dial direct., Stream bluetooth music and control, E6B flight computer, Stopwatch, fuel and approach timer. Large full color easy to read backlit screen, intuitive menus, automatic cut out with radio transmissions, ambient light sensor. Sky Tractor Supply 1-800-437-5319 A t f n

Remember J & C Enterprises Aviation Inc. Is a Transland, Black Steel Brake and McFarlane dealer. We have a large amount of these brands inventory in stock as well as Cleveland. GE Lighting, Cessna, Piper etc. give us a call for all your parts needs at 800-542-8565 or email us at jcaviation@pldi.net A t f n

Cleveland Wheels and Brakes. Buy used and save money. Air-Tractor, Thrush, Ag Cat. Chad Stuart Airplane Services Inc. 850-380-6091 ( 1 0 - 11 )

Bendix/King GPS, KLN900, Part #066-04034-0104. TSO C129 Class A1 DO-178A Level 12 Power 18-33 VDC/3.3A Max . Email rcarter@thrushaircraft.com or call Ray Carter 229.789.0453. (t fn)

Fitting Engine Attach 15019T002, Doubler – Engine Attach 15019T906, 1340 Engine Mount, 19500T001, Engine Mount Ring Assy, 15019T906. Email rcarter@thrushaircraft.com or call Ray Carter 229.789.0453. (tfn)

Cessna Parts - Engine, propellers, authorized service center. Johnston Aircraft Service, Inc. 24 hr. Tel 559-686-1794, FAX 559-686-9360, e-mail: info@johnstonaircraft.com A tfn

Thrush Aircraft has excess inventory – ready to move. Circuit Breakers, Transformers, Studs, Bolts, Rivets, Starters, Gauges and more. For complete listing of inventory, Email rcarter@thrushaircraft.com or call Ray Carter229.789.0453. Be sure to check out our website at www.thrushaircraft.com under service and parts. ( t f n ) Kulite Model APTE 211 1000-70D Transducer for a G5, G6 or G10 engine. Voltage 28 OVDC and Torque Gauge part #21743-101. Email rcarter@thrushaircraft.com or call Ray Carter 229.789.0453. (t f n) NEW! CP11TT/w-3 Tips & Shutoff in stock ready to ship today.1-800-437-5319 Sky-Tractor Supply Company t f n

J & C Enterprises Aviation Inc has purchased a large new inventory of Citabria GCBC part in late 1977-79 rnge. Lots of common everyday parts. Landing gear, wheels 7 brakes, engine parts etc. call Jerry or Sid today 800-542-8565 or email jcaviaiton@pldi.net Atfn

Used serviceable PT6 starter/generators. Wet or Dry spline. Guaranteed to work. $3,500 Chad Stuart. Airplane Services, Inc. 850-380-6091 (10 -11)

Spend your time doing what you do best “SPRAYING” and let us find those parts for you. Part numbers are really important. Call Jerry or Sid 800-542-8565 or email jcaviation@pldi.net Atfn Vacuum Meters ready to ship. Clean, accurate, closed system. Why pay 50,000 for a accurate system when you can do it for a fraction of the price and require no computers. Compton Flying Service 888-336-3924 tfn J & C Enterprises Aviation Inc. still has one of the largest Cessna, and Piper Ag Aircraft inventories in the USA and has a huge inventory of Lighting and wheel and brake inventory. Let us be your total part provider. Call in your needs - Sid or Jerry 800-542-8565 or jcaviation@pldi.net A t f n

ENGINES FOR SALE

Model

TSO

TSR

TSHSI

0

0

0

0

0

0

0 0 0

0 0 0

PT6A-67R Serial No. PC-E 106108/ PS 106108 0 PT6A-65 (Can be run as AR/R or B) Serial No. PC-E 32355 / PS 32355 0 PT6A-65R Serial No. PC-E 97127/ PS 97080 0 PT6A-45R (3) Serial No. PC-E 84309 / PS 84254 3694.8 Serial No. PC-E 84087 / PS 84363 4880.6 Serial No. PC-E 84002 / PS 84295 3498.1 PT6A-27 / 28 Hot Section Kit CT Disk 8179 CSN New 3045741-01 CT Blades Overhauled PT6A-27 / 28 Hot Section Kit CT Disk 7118 CSN New 3045741-01 CT Blades Overhauled

Contact: Jim Germek

800-253-1711 ext 7122 Cell: 414-322-2025 jim.germek@aircar.com www.aircar.com Air Cargo Carriers, an operator of Shorts 330 and 360 freighter aircraft for over 25 years, is making available engines that are surplus to our current needs from our airline rotable pool. These engines were maintained by our in-house PT-6 Engine Overhaul Facility Midwest Turbine Services. Repair Station #DATR119D.

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agairupdate.com

Thrush Aircraft has a surplus of Rivets: CR2162 4 4; 0059902, CR2163 4 1; 0059922 CR2163 4 2; 0059923, CR2248 4 1; 1953255, CR2248 4 3; 1953370, CR2248 4 5; NAS1739B4 5 CR2248 5 4; 1953280,CR2248 5 6; 19534481, CR2249 4 1, CR2249 4 2, CR2249 4 4, CR2249 5 6; 0059944, CR2249 6 3; 0066598, CR2539 4 1; 0066599, CR3212 6 4; 0091635 CR3212 6 5; 0092306, CR3212 6 6; 0091859, CR3212 6 7; 0091860, CR3212 6 8 CR3213 4 8; 0066386, CR3213 5 3; 0066388, CR3213 5 4; 0066389 CR3213 5 5; 0066390, CR3242 4 6; 3110053, CR3242 5 3; 0059855 CR3242 5 5; 3000176, CR3242 5 6; 3000177, CR3242 5 7; 3000171 CR3242 5 8; 3110481, CR3242 6 4 ; 3000168, CR3242 6 6; 3000170 CR3242 6 7 ; 3110095, CR3242 6 8, CR3243 4 8, CR3243 5 5 0059871 CR3243 5 6; 0059872, CR3243 6 2; 3000329, CR3243 6 3; 0057277 CR3243 6 4; 0057278, CR3243 6 8, CR3243 6 9; 0065301, CR3522 5 3; 3000704 CR3522 5 6; 3110061, CR3522 6 4; 3000708, CR3523 5 2; 3110050, CR3523 5 4; 3000682 CR3523 5 5; 3000683, CR3523 5 6; 3110327, CR3552 5 3; 3110394, CR3552 6 2; 3110274 CR3553 5 3; 3000282, CR517 6 6; 0059965, CR91662 5 2 0059980, CR9163 4 2; 0059985, CR9163 4 6 ; 0059991, CR9163 6 4; 0059977 Email rcarter@ thrushaircraft.com or call Ray Carter 229.789.0453 ( t f n ) . Air Tractor Parts New and Used (Associate dealer for Lane Aviation). FWF cowlings 402,502,602 many to chose from, removed for Factory and Cascade P-cowl conversions. New and used (Factory Rebuilt) Aileron, Flaps, Elevators, Rudders, Horz/Vert stabs in stock and ready to sale or trade. Call Wendel or Steve North Star Aviation 620-356-4528 wlambert@pld.com t f n We have all fibreglass parts for Weatherly and Ag-Cat (A, B and Super B). Call for prices. Professional Fibreglass Repair. 530-735-6264 t f n J & C Enterprises Aviation Inc. has 29” wheel sets. We will accept your 10” wheel and brakes in exchange. Also have 29” Thrush Landing Gear. Call Jerry or Sid 800-542-8565 or email jcaviation@pldi.net At fn Retrofit Hopper Door for AT502 and AT602. Now available for fall and winter installation Professional Fibreglass Repair. 530-735-6264 t f n GPS Antenna Mount, for specific ag aircraft, Performance and looks, slip stream design delivers peak signals. Contact Terry Barber 605-258-2743. ( 1 0 - 11 )

Set of new Thrush Aircraft current production wings featuring the 29,000 hour life limit on low spar caps. Upper and lower 4340 Chrome-Molly steel spar caps with 114 gallon fuel tank on each wing, 0 SNEW. Contact Thrush Aircraft Spares Department 229-883-1440, rcarter@thrushaircraft.com Complete Thrush Factory Metal Tail W / Updates.Johnston Aircraft Service, Inc. 559-686-1794 / Email info@johnstonaircraft.com www.johnstonaircraft.com t f n Superbooms for Cessna, Piper, Thrush, Air Tractor and custom manufacture; THRUSH AILERON SERVOS-STC’d kits. TSA 800-642-5777 or tsa@702com.net (TFN) O/H’D Thrush 29” Landing Gear & We Can Repair / Rebuild Yours. Johnston Aircraft Service, Inc. 559-686-1794 / Email info@johnstonaircraft.com www.johnstonaircraft.com t f n PARTS, PARTS, PARTS. For all your ag aviation needs, please call Southeastern Aircraft Sales & Service 800-441-2964 Air Tractor Dealer tfn 8 Million new surplus parts for Cessna, Piper, and other aircraft; Continental and Lycoming engines; and a few spray system parts, big discounts. Please have part numbers when contacting us. Preferred Airparts, 800-433-0814 US/Canada; 330698-0280. Check stock at www.preferredairparts.com t f n Accessories & Parts! 100’s of new and OHC accessories, parts for just about everything. Big discounts! Please have part numbers when contacting us. Preferred Airparts, 800433-0814 US/Canada; 330-698-0280. Check stock at www. preferredairparts.com t f n Emco Wheaton/Buckeye Dry Break Couplers and adapters, Johnston Aircraft Service, Inc. 24 hr. Tel 559-686-1794, FAX 559-686-9360, e-mail: info@johnstonaircraft.com web site: www.johnstonaircraft.com t f n Jasco Alternator kits in stock. Air Repair, Inc. Phone. 662846-0228 Fax. 662-843-0811 sales@airrepairinc.com tfn PARTS, PARTS, PARTS... For all your ag aviation needs, please call Southeastern Aircraft Sales & Service (800) 441-2964 Air Tractor Dealer A TFN Cessna Ag Parts. Air Repair, Inc. Phone. 662-846-0228 Fax. 662-843-0811 sales@airrepairinc.com t f n


10,000 P/N of Continental & Lycoming parts, 50% discount on most new! Please have part numbers when contacting us. Preferred Airparts, 800-433-0814 US/Canada; 330698-0280. Check stock at www.preferredairparts.com t f n Thrush parts - Wings, props, tail feathers, batteries, tires - we have the inventory. Johnston Aircraft Service, Inc. 24 hr. Tel 559-686-1794, FAX 559-686-9360, e-mail: info@ johnstonaircraft.com web site: www.johnstonaircraft.com.tfn Brave and Pawnee parts - engines, props, spar kits, fuel cells and foam kits, and much more. Johnston Aircraft Service, Inc. 24 hr. Tel 559-686-1794, FAX 559-686-9360, e-mail: info@johnstonaircraft.com web site: www.johnstonaircraft.com. t f n

IA200/FA8452, NEW $4,500 2D30-6101A20, A/R. $3,500 2D30-6101A12, O-IRAN $10,500 22D30-AG200-2 OHC $15,500 12D40-6101A, 175-SIRAN $11,500 12D40-AG100-4S, OHC $15,500 22D40-AG200-2, OHC 1200-SOH, 60 SIRAN & ADCW, $15,500 33D50-7005A, A/R-Knocked Down. $5,900 23D40-7005A-17 OHC $19,500 HC-B3TN-3D/5M OHC w/NEw+4 blades....20,000 AmAg 870-886-2418 (2489F) agcat@bscn.com t f n

finance/lease

S & T Aircraft Accessories, Inc. specializes in the overhaul of Radial and Turbine engine accessories. We have most items in stock ready to ship for exchange. Give us a call @ 830-625-7923 or fax 830-625-4138. t f n Agrinautics, Automatic Flagman, Aero Engines, Arrow prop, Air Tractor (Associate dealer Queen Bee Air Specialties) CP Nozzles, Compro Smoker, Crophawk, Covington Aircraft Engine, Collins Air Conditioner, Cleveland, Chip Detector, Hot Stuff, Nieto Products, New and used aircraft, (large) Parts Inventory, Schweizer, Spraying Systems, Co., Superbugs, APH-4 Helmet, Simplex, Tires, Transland, WeathAero. Sky Tractor Supply 800-437-5319, 701-436-5881. t f n

propellers

Air Tractor financing can put an Air Tractor in your hanger. Air Tractor offers competitive financing options in the U.S. and Canada from Wells Fargo Equipment Finance. Fly now and take seven years to pay, 10 years to amortize and have a fixed interest rate for the life of the loan. Other attractive term periods are available, too. These financing options are available on both new and used Air Tractors purchased through Air Tractor dealers. See your Air Tractor dealer today! t f n

1988 International DT466, 7 spd trans auger truck, 10” chain auger, 9000# hopper, pto gate and pto fuel, 500 gal ss fuel tank, air cond, excellent tires, fast loader, pictures upon request. $25,000 662-721-7931 (10 -11) GE M601-E11 751 HP TURBOPROP Conversions for Air Tractor and Thrush. Increased Reliability. No Hot Section Inspections. No Nozzles to Service. Cascade Pressure Cowl – Standard Equipment with Lifetime Serviceable Air Filter System! 3,000 HR Engine TBO. Auto Start Systems. Lower Operating/Maintenance Costs. Improved Safety. Ease of Maintenance Access. Warranty: 1,000 Hr / 1,100 Cycles or 2 Years. Now taking deposits and scheduling deliveries for mid-late 2011 and early 2012. Please contact Cascade Aircraft Conversions at 509-635-1212 or tom@ cascadeaircraftconversions.com (0 8 -12)

1500 gal Jet A refueler; Nissan UD 3300 truck; epoxy lined steel tank: Liquid Control counter with predetermining counter (new 2003); single point and over the wing nozzles: automatic reel. Truck and pump work well; good rubber $15,900 Call 501-985-1484 AR location. tfn

J & C Enterprises has a Cessna 188 props in Stock Y.T. Also offer some STC’d propellers. Call Jerry or Sid 800-542-8565 or email jcaviation@pldi.net At fn

Fight rodent infestation with Cascade’s innovative and extremely simple solution, Mouse Pants! Hand crafted from the highest quality 2024-T3 aircraft aluminum (lighter and not as likely to carve up an operator like galvanized steel). Quick action Wing nut CAMLOC aircraft grade fasteners. Rubber trimmed to protect your aircraft’s finish and the flooring surface. Set of three for only $599.00 plus shipping and handling. Please contact Cascade Aircraft Conversions at 509635-1212 or tom@cascadeaircraftconversions.com (08-12)

A12 -11

For Outright Sale: Overhauled 5-Blade Prop. Hartzell HC-B5MP3C. Fits AT-502A, AT-503, AT-602, AT-802, Thrush S-2R-T65 & S-2RHG-T65.’06 Hartzell Overhaul. TSN: 1379.5 (TSO:0). Call Steve or Gary 210-924-5561. sales@dixieair.com. ( 10 -11) Hartzell 3 Blade and 5 blade Props, new & used $CALL Lane Aviation 888-995-LANE 281-342-5451 or FAX 281-232-5401 t f n .

Order your DeSpain Pen and Ink Drawing of The AgOp Collage today. $60.00 plus S&H. Call 478-987-2250 or order online at agairupdate.com HELMET with slide up visor $850. Deluxe Kevlar Helmet with ANR, Softskins, Oregon seals $1200. Sky Tractor Supply 1-800-437-5319 Atfn

vehicles

Props for Sale: 2D30-6101A-18 OHC 23D40-7035A-12S OHC 22D40-6533A-12 OHC 23D40-6533A-18 Serviceable cond. 23D40-6533A-18 Serviceable cond. Call: PropWorks, Winnipeg, Canada Tel: 888-679-2965 email: propwork@mts.net

J & C Enterprises Aviation Inc. Is always looking for all types of derelict aircraft, parts inventory, both new and used. We will buy small or a shop full. Contact Jerry Buster 800-5428565 or email jcaviation@pldi.net At fn

Auger Trucks For Sale (Trade-Ins) Also list of customer trucks. Call Auger Dan Office: 870-578-6133 Cell: 870-919-2317 A12-11

miscellaneous

WANTED Owners/Aircraft S2R-T41 Ayres Turbo Thrush with the Pratt & Whitney PT6A-41. Cascade Aircraft is in the final stages of development for improvements to the S2R-T41 Ayres Turbo Thrush. Owners in the area of Eastern Washington / the PNW are encouraged to contact us. We need an aircraft to complete the final installation – if you are interested in reduced ITT 30 to 70 degrees, improved fuel efficiency, 15 minute filter replacements with lifetime filters then please contact Cascade Aircraft Conversions at 509-635-1212 or tom@cascadeaircraftconversions.com . (0 8 -12)

Reduce Drift, Increase Deposition and Retention use Control™ For FREE SAMPLE go to www.GARRCO.com/ freesample Call 765-395-3441, mrfoam1@garrco.com t f n English to Spanish Technical Translations Former A&P and Ag-Pilot, Carlos Retamosa Specializing in translating:  • Aviation technical manuals • Airworthiness Directives (ADs) • Service Bulletins (SBs) Contact 598-53-24376 retamosa@adinet.com.uy

tfn

www.AircraftCostAnalysis.com AG Operators can calculate your breakeven, % investment return, profit potential, and produce annual & monthly cash flows. Project your financials without spending hours of your time. All reports are produced automatically and accurately after you provide your cost inputs and gross application fees. Types of analyses performed include: Company/ Individual Ownership, Managed with/without Leaseback, Commercial Operation, Agricultural/Fire/Ambulance Operations, Joint Ownership, Fractional Ownership, and Charter/Rental. AG sales organizations can provide prospects with customized & professional ownership cost analysis. This program is a great sales aid and management tool. FREE sample reports. Click REQUEST INFORMATION on the website or call 281-419-7443

Allied

Productions, Inc Queen

C at s

N999QC 500 gal “SB-Plus” TPE331-6 Deluxe* ..... $525,000 N997QC 400 gal “SB-Plus” TPE331-1 Deluxe* ..... $450,000 N936QC 360 gal “SA-Plus” TPE331-1 Deluxe* ..... $375,000 * CAM’d Executive Engine, New 106” Prop

N995QC 350 gal “B-R1340” Complete/Deluxe** . $225,000 N992QC 300 gal “A+R985” Complete/Deluxe** ... $175,000 **0-SMOH Covington Engine/OHC Hydramatic Prop

Jigged Frames — Fully Warranted More Versatility, Safety and STOL Performance Less Debt, Maintenance and Depreciation Costs P.O. Box 482, Municipal Airport, Walnut Ridge, AR 72476 USA Tel: 870-886-2418 • agcat@bscn.com • Fax: 870-886-2489

Souther Field Aviation, Inc. Visit Our Website www.southerfield.com Phillips AV & Jet a FULL SERVICE FBO

WeathAero Fans • Auto Flagger • Transland • Agrinautics Pump and Valves Thrush Parts • Covington Radial & Turbine Engines • Compro Smokers WAG • SATLOC • AgNav Phone: 229-924-2813 Office Fax: 229-924-4356 e-mail: frankie@southerfield.com Parts Fax: 229-924-2066 e-mail: parts@southerfield.com Web: www.southerfield.com

Frankie Williams President Paul Pearson Maintenance Souther Field Aviation, Inc. 223 Airport Road, Americus, GA 31709

October 2011

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HOTSTUFF AG AIRCRAFT CLEANER Call to order the # 1 Ag Aircraft cleaner in the country, Used by over 400 operators Coast to Coast. Blue Stripe Distributing 877-924-5025 Atfn SUPERBUGS A safe and economical way to speed up Mother nature! Dispose of hazardous waste in loading and spill areas, ponds and ditches. SUPERBUGS disposes of insecticides, Fungicides, herbicides, and petroleum products Such as waste oil, diesel fuel, gasoline, solvent or anything of organic nature. Blue Stripe Distributing Toll Free 877-924-5025 t f n AFS Check Valves- Make the switch to AFS check valves, Find out what many operators already know, increased productivity, eliminate leaks and drips, long life, and no moe trying to find buckets!!! To help clean up your operation today call 800833-2013. www.aeroflow.com or Fax 574-862-4669. t f n Beautiful 2.73 ac wooded lot in upscale Pine Ridge Equestrian Estates, located in Citrus County, Florida only five miles from Crystal River. Covenants, 27 miles of horse trails, community center, pool and golf course. Nicer homes and mini-ranchettes. Zoning allows up to three horses and stables permitted on lot with your house. Horse trail borders back end of lot that is 298’ wide and 400’ deep on 3620 Stirrup Drive, Beverly Hills, Florida (Google it!). Public water and septic sewer. $64,900 Contact Bill Lavender 478-987-2250 bill@agairupdate.com. One-acre-square house lot for sale in new Plane Living Sky Park neighborhood with 2,000 s.f., all brick, covenants. Lot is one of 13 directly on new sod runway. Taxi out of your hangar, directly onto the runway. Located in Peach County, Georgia. Public water, septic sewer. paved streets, curb and gutter, street lights. Less than five miles west of I-75, Exit 142, approximately five miles to Fort Valley, GA and approximately 10 miles to Warner Robins, GA. Google It! South side of Hwy 96 at 50 Lane Rd., Fort Valley, Georgia 31030 (Google photo before development). Save thousands and buy from owner. $50,000 OBO, includes closing costs. 478.987.2250.

software PC SPRAY Dedicated Application Software, Version 3. Fullyfunctional program. Buy it once, use it forever! No annual fees. Technical support for the life of the product. Call or email for demo today. Sky Tractor Supply 1-800-437-5319. t f n

insurance Wheels up. PIM Aviation Insurance is one of the oldest and most experienced ag aviation insurance providers in the industry. We provide access to creative negotiation and problem solving for all your risk management needs. Our passion to keep you flying is deeply rooted, resulting in knowledgeable recommendations and cost-sensitive pricing. For a free, no-obligation quote, call 800.826.4442 or visit us online at www.pimi.com. Proud member of NAAA. tfn The Right Aviation Insurance Broker makes all the difference in the world. A 35 year professional pilot and former Ag Insurance underwriter work together to give you the experience and knowledge to get you the right coverage for the least cost. We work for you, not the insurance companies. Jim Gardner and Rick Langley @ Insuramerica Aviation, Inc. 978-936-4000. 800-654-7892 ext 4108 or 4104. jgardner@ insuramerica.aero. rlangley@insuramerica.aero t f n INSURANCE from the Leading Ag Aviation Brokers. 62 Years Risk Management, Lowtime Pilot Coverage. Mid-Continent Aircraft, Hayti, MO, 800-325-0885 www.midcont.net. t f n “Insurance from a name you can trust, at a price you can afford”, is what we do and it’s our motto. Hardy Aviation Insurance, Inc, is centrally located in Wichita Kansas and has been servicing the aerial application market for years now. RANDY HARDY established Hardy Aviation Insurance in 1995 with aerial application as his main focus. Prompt courteous service from a staff dedicated and knowledgable includes ANGIE BANZ and RITA ETHRIDGE, both of whom have years of experience servicing the aerial application business. Give us a try, you might be suprised. Call 1 800 721-6733 or fax us at 316-945-2330. Get an online quote from our web site at www.hardyaviationins.com or e-mail us at hardy@hardyaviationins.com. t f n DOUG DAVIDSON, aircraft owner and commercial pilot, has served the unique insurance needs of the agricultural aviation community since 1982. He founded Davidson Solid Rock Ins. in 1995 on Christian principles, honesty, integrity, and the commitment to provide insurance products as solid as our name! One call is all it takes to shop all available markets for your specialized aviation insurance needs. We welcome the opportunity to talk with you at 800-358-8079. Or visit our website at www.dsrockin.com .tfn

services Penderson Powder coating. Custom Colors and two tone available. For more information Call 706-604-4934 (10-11) !!Attention Thrush Owners!! North Star Aviation Inc is now the new STC holder of the Thrush Reinforce Leading Edge Skins. If you are getting ready to rebuild your Thrush wings due to AD09-26-11 or tired of bird strikes and ugly leading edges!! Now is the time to install North Star Aviations new Thrush heavy duty reinforced leading edge skins fully STC’d SA03518AT no Field approval required. For more Info contact Wendel or Steve @ North Star Aviation Inc. 620-356-4528 wlambert@pld.com t f n Cascade Conversion for Thrush and Air Tractor. Fuel Saving, Cooler running, more power available. Mid-Continent Aircraft Corp. Hayti, MO 800-325-0885 t f n

Ag Aircraft Wanted: Immediate cash for Ag planes - All considered - Contact Darryl Riddell at 870-572-9011 ( 10-11) Ag Husky Wanted. Australian operator seeks a good low time T188C Cessna Ag Husky. Prefer low time, NIL accident history with good paint. Would also consider a good airframe without engine or prop. Please e mail details to geoff@ nqaviation.com.au ( 1 0 - 11 ) Wanted to Buy Air Tractor AT-301 or AT-401, Ferriable Southeastern Aircraft Sales 800-441-2964 or mail@southeasternaircraft.com t f n

vacation rentals

We rebuild and refinish any fibreglass part for Weatherly, Cessna, Piper and Ag-Cat (A, B and Super B,C and D). Call for prices. Professional Fibreglass Repair. 530-735-6264 t f n Stainless Steel Fabricators, Inc. --- Stainless spreaders. We repair all models including Transland and Swathmaster. Remember to bring your spreaders in for repair as early as possible. Call us at 800-736-3433 or 870-217-9232. (10-11) 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. (tfn)

wanted to buy W a n t e d t o b u y. Tu r b i n e D r o m a d e r d e a d o r alive with or without engine. Email all pic tures a n d i n f o t o m s d u s t e r s @ w i l d b l u e . n e t (10 -11) Wanted: Thrush -10, or -45. Will consider in any condition Call 509-336-1007 or 208-285-1410 ( 1 0 - 11 ) EXHAUST Wanted: R-1340 and R-985 Exhaust Send Old Exhaust segments for exchange or Sell them! Call Daryl @ 940-902-0797 tfn

Doctor’s Orders: A pilot’s vacation home with a pilot discount! St. George Island, Florida. Directly on private beach with expansive views of the Gulf of Mexico, three levels of covered furnished decks. Spacious open living/dining/kitchen area. Five bedrooms including two master suites and four baths, multiple TVs/DVDs/VCRs/wireless Internet. Occupancy 12, beds: three kings, four twins, one queen sleeper sofa. Underhouse concrete parking, 15’ x 30’ pool (heated for a fee), enclosed hot/cold outdoor shower, fish cleaning area, parkstyle grill. Paved 3339’ airport on island (F47) a quarter mile from the house. Ask for “pilot’s discount” Major discounts for Spring and Fall! Visit www.resortvacationproperties.com for photos, 877.272.8206. AgAir Update “Endorsed”. ( t f n)

operations Looking for operations to buy in NW Minnesota and NE North Dakota. Please email with info to blindads@agairupdate.com subject mail your responses to Wanted to Buy C/oAgAir Update PO Box 850 Perry GA 31069 Fax 478-987-1836 ( 1 0 - 11 )

Trade with members of NAAA

2011 AT602 PT6A-60 AG available December 2011 2012 slots available – all models.

800-441-2964 Ask for Chuck Stone or Rick Stone F O B Fort Pierce, FL

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AIRCRAFT SALES & SERVICE

Office: 772-461-8924 • Fax: 772-461-9050 • mail@southeasternaircraft.com • www.southeasternaircraft.com

agairupdate.com


Operation for Sale. Ten month season, irrigated Columbia Basin, Washington State--plenty of water and sun. Grow most crops. Established business 35 yrs., flying for 43 yrs. and time to move on. For sale as is, three Thrush piston aircraft, hangar ( 75 by 100) plus other buildings, apartment ( 1700 sq, ft.), all on 68 acres w/blacktop runway. Send Responses to WA Operation C/O AgAir Update PO Box 850, Perry Ga 31069 or Email: blindads@agairupdate.com subject WA operation, or fax 478-987-1836 (10 -11) Great deal for small ag business in Oregon.50x80 hanger on paved airstrip. With PA36 Piper Brave. $200,000 541-2964906 shearer@qnect.net ( 1 0 - 11 ) Flying service located south of Beedeville, Arkansas. Nice 1,800 ft paved strip with parallel burmuda strip, Late 90’s office, two large storage trailers, covered mixing area with ss vats and extra steel vat, large concrete/asphault loading pad, large newer vertical fuel with large electric pump, plenty of acres to build large hanger/hangers on. Base crop is rice, and there’s plenty of potential for someone starting. Send Response to AR Operations C/O AgAir Update PO Box 850 Perry Ga 31069 or email blindads@ agairupdate.com Subject AR Operations (10 -11)

Ag Pilot wanted for 2012 season and on. Must be experienced with herbicide. New 502’s Travel only when wanted. Must be willing to relocated to Northwest Minnesota. Email resume. aaron@radiumairspray.com (10-11) Highly Experienced AG Pilot wanted for 502 AIR TRACTORS. permanent year round position in Central California Please email Resumes blindads@agairupdate subject CA. Pilot or mail Ca Pilot C/O AgAir Update PO Box 850 Perry GA 31069 or fax to 478-987-1836 (10-11) Midwestern Aerial Application business seeking qualified pilot for 2012 application season. Operating a fleet of Turbine Air Tractors in 4 states. Turbine Air Tractor time a plus. Pay based on experience. Must have ability to work well with others and be a team player. Send resume and references to Pilot C/O AgAir Update PO Box 850, Perry Ga 31069 or email blindads@agairupdate.com subject Pilot or Fax 478-987-1836 (10 -11) Wanted Individual who is qualified for chief inspector position for US repair station. contact Jim Mills at turbines@abcs. com (0 3 -12)

Ag Preparatory course in Stearman. Affordable. St. Louis area. 618-363-2543 (10 -11)

Tailwheel endorsements and time building in south Texas for aspiring ag-pilots. C-170 available for training and rental with discounts for block time. Contact Clyde at 956-202-2094 or mrclyde_2003@hotmail.com. t f n

seat wanted Ag Pilot looking for a seat, 1200 TT, 1100 tailwheel time, 100 ag time and willing to relocate. Call 505-629-3113, misterwillie@gmail.com ( 1 0 - 11 ) Experienced Ag pilot looking for work for fall and winter 700 hr ag time in a Cat willing to relocate & willing to go through turbine transition course. 308-627-7672 (10 -11) 2600 hr Ag time pilot looking for winter and flying job. November thru January. 2000 hrs in turbine aircraft. Have experience in both Pratt and Garrett turbines. Experience in up to and including At-502. Licensed in Tx but will license where needed. 325-428-6585 ( 1 0 - 11 ) Pilot looking for a Fall through Spring seat. 1350 TT, 250 Ag hrs flying fungicide and insecticide. I do have some Herbicide experience. Have time in both geared Thrush and Air Tractor aircraft using Satloc and Trimble gps systems. Willing to travel anywhere. Licensed in Minn. Please contact Sig (801-232-5777) email sig214@gmail.com ( 1 0 - 11 ) Experienced Ag Pilot Available. Have Flown Most Ag Planes. 6,000 Hrs. in Cats. Phone 956-429-1312 (10 -11)

Experienced AG or fire suppression pilot for rotation employment in Colombia. Minimum requirements: 2000 fixed wing hours; 1000 flt hours AG or fire suppression; FAA Cass II Medical; Must speak to ACTFL Intermediate Low or IRL Level 1 Spanish proficiency. Background check required. E-mail resume to: EASTResume@ginl.state.gov. An Equal Opportunity Employer ( 1 0 - 11 ) Full time A&P or A&I needed for Mid-West Air Tractor maintenance shop. Applicate must be highly motivated and willing to work, especially during the spraying season. Shop is new with top of the line working conditions. Position available immediately. For more info, send resume to blindads@ agairupdate.com ( t f n )

J & C ENTERPRISES AVIATION INC.

schools Ag/Fertilizer/Mosquito Pilot Training utilizing Pawnee PA-25/260 Dual Cockpit, Dual & Solo Flight Time in Ag Plane. SATLOC BANTAM. See ad in this issue & check out our videos at: www. eaglevistas.com. EAGLE VISTAS LLC 772-285-5506 0 2 - 1 2

AT-802 IP needed at PAFB, FL. Minimum requirements: 2000 fixed wing hours; 1000 flt hours AG or fire suppression; FAA Class II Medical; CFII; Must speak to ACTFL Advance High or IRL Level 2+ Spanish proficiency. Background check required. E-mail resume to: EASTResume@ginl.state.gov. An Equal Opportunity Employer. ( 1 0 - 11 )

800-542-8565

Experienced AG pilot wanted for AT-502-34 or AT-40215. Herbicide experience required. Minimum acre guarantee, health Insurance, full benefits, herbicide bonus, paid apartment. Well established and professionally managed multi-plane full service ag-retail operation in ND. Please contact Allan or Gordon @ 701477-3711 or email akrech@wilburellis.com ( 1 0 - 11 ) Midwestern Aerial Application business seeking qualified chief pilot/assistant manager for 2012 application season. Operating a fleet of Turbine Air Tractors in 4 states. Retired business owner, A & P, & Turbine Air Tractor time a plus. Pay based on experience. Base pay, acreage pay,& benefits. Must have ability to work well with others & be a team player. Send resume and references to Chief Pilot C/O AgAir Update PO Box 850, Perry Ga 31069 or email blindads@agairupdate. com subject Cheif Pilot or Fax 478-987-1836 (10 -11) Resumes accepted to fill A&P position, 30 Miles SW of Houston, TX, PT6 and Air Tractor exp.a plus, IA a plus, fax: 281-232-5401, email: glane@laneav.com T F N

Acorn Welding...................................... 33A Ag - Nav, Inc. ..........................................3A Air Cargo Carriers.............................. 32A Air Tractor Inc....................................... 16A Airforce Turbine Service......................17A American AgViation............................ 33A Apollo Spray Systems...........................19A Auto-Cal, Inc..........................................13A Collins Aircraft Dynamics, Inc.......... 23A Covington Aircraft Engines............... 36A Desser Tire & Rubber Co................... 26A

SPECIALISTS IN CESSNA 188

DynaNav.................................................21A Frost Flying.............................................31A GE Aviation - Walter Engines...............9A

ExTENSIvE INvENTory of ThE foLLowINg AIrCrAfT

Gulf Coast Ag Aircraft SS.................. 29A Hemisphere GPS.....................................8A

Cessna 180-185-188, PiPer Brave & Pawnee, CitaBria, DromaDer aero CommanDer Lark & Darter sCott & XPm taiLwheeL Parts, ContinentaL, LyComing, transLanD, harDware, ChamPion & CitaBria, mCfarLane, ag fiBergLass anD a Lot more. Having trouble finding tHose difficult parts!!!

Isolair...................................................... 23A J & C Enterprises, Inc......................... 35A Jet Link Turbines....................................24A Johnston Aircraft Service, Inc........... 30A Lane Aviation, Inc................................ 29A MACBRI..................................................24A Machida................................................. 25A

LET our STAff fINd ThAT hArd To LoCATE PArT for you.

Micron Sprayers Limited.......................7A Mid - Continent Aircraft Corp.......... 22A

Aircraft hardware

Orsmond Aerial Spray Pty. Ltd......... 22A Pratt & Whitney................................... 18A

Pilot with 2500 +TT, 2200 AG, 1200 Turbine, and plenty of herbicide, fungicide, insecticide, and fertilizer experience. Most time spent flying rice. Can get licensed in any state required. Experience with satloc, satloc m3,Hemisphere Bantam GPS unit, and wag flagger on. 903-949-4966 ( 1 0 - 11 )

help wanted

international advertiser index

Preferred Airparts.................................31A Queen Bee Air Specialties..................19A Sky Tractor Supply Co..........................13A Southeastern Aircraft.......................... 34A

your Authorized Transland dealer wE buy SALvAgE & NEw PArTS INvENTorIES

Souther Field Aviation, Inc................. 33A Spectrum Electrostatic Sprayers....... 26A Speed Agro SRL.....................................12A Sun Air Parts......................................... 33A Thrush Aircraft Inc........................2A, 32A TracMap NZ LTD..................................14A Transland .............................................. 20A

Se habla Español Airport Road #14 • Thomas, OK 73669

800-542-8565 • 580-661-3591 (OK) • 580-661-3783 (FAX) www.jcAviATiOn.com • email address: jcaviation@pldi.net

Tulsa Aircraft Engines..........................21A Turbine Conversions Limited..............15A Diner Club

Universal Turbine Parts Div..................7A

October 2011

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agairupdate.com

October 2011 - Edition in English  

AgAir Update, ag aviation's newspaper. October 2011 - Edition in English.