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JUNE 2020


A V I A T I O N ’ S



RE-EMERGES Spreading Super in Mangamahu Valley Hands on Flying: Pushing It Ag Operator in South of Brazil Adds Aerial Firefighting to His Operation Volo Per Veritas: On the Spur of the Moment Mark McDonald, CEO, Thrush Aircraft, LLC




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Keep Turning… In This Issue Volume 38 Number 6 | June 2020 10 Thrush Aircraft Re-emerges

P.O. Box 850 • Perry, GA 31069 USA 475 Myrtle Field Rd. • Perry, GA 31069 USA PHONE: 478-987-2250 FAX: 478-352-0025 aau@agairupdate.com • agairupdate.com

AgAir Update is a Marsayl Media Publication

20 Spreading Super in Mangamahu Valley, New Zealand 24 Ag Operator in South of Brazil Adds Aerial Firefighting to His Operation

PUBLISHER: Bill Lavender - bill@agairupdate.com EDITOR: Graham Lavender - editor@agairupdate.com ACCOUNTING: Sandy Lavender - accounting@agairupdate.com

30 How Do You Hear?

ADMINISTRATION: Casey L. Armstrong - casey@agairupdate.com ADVERTISING: Ernie Eggler - ernie@agairupdate.com Melanie Woodley - melanie@agairupdate.com CLASSIFIED ADS: classifieds@agairupdate.com Melanie Woodley - melanie@agairupdate.com PRODUCTION: Deborah Freeman - aau@agairupdate.com CIRCULATION: subs@agairupdate.com Mary Jane Virden - maryjane@agairupdate.com CONTRIBUTING WRITERS: Dr. Rogério Ribeiro Cardozo - roger.cardozo@hotmail.com.br Juliana Torchetti Coppick - jutorchetti@yahoo.com.br Regina Farmer - regina.farmer@chem-man.com Carlin Lawrence - carlin@agairupdate.com Alan McCracken - mccrackenalan@yahoo.com Robert McCurdy - bluemaxs2rt@gmail.com Francisco Mendes - famjunior@gmail.com Stan Musick - stan@agairupdate.com Tracy Thurman - thurmantracyt@gmail.com Dr. Henrique Campos - henrique@sabri.com.br LATIN AMERICAN REPS: Noelia Burgeus - noeliburgues@gmail.com Ernesto Franzen - ernesto@agairupdate.com Gina Hickmann - gina@agairupdate.com Pat Kornegay - pat@svatx.com Ivan Parra - ivan@agairupdate.com Marcia Specht - marcia.specht@gmail.com

Keep Turning… In Every Issue Monthly Columns and Sections 6

From the Cockpit | Bill Lavender


Calendar of Events | See What’s Happening

14 Volo Per Veritas | Juliana Torchetti Coppick 16 Hands on Flying | Tracy Thurman 32 Hopper | Browse the Marketplace 33 Classifieds | Get Serious About Selling On the cover: One of Thrush Aircraft’s new owners, CEO Mark McDonald. On this page: Two 510G aircraft in formation. Photo credit: Grace Dickerson, Inc.

© Copyright 2020 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 Marsayl Media, 475 Myrtle Field Road, Perry, GA 31069 for $39 USD for one year in the U.S.; International rates are $49 USD for one year. Periodical postage paid at Perry, Georgia and additional mailing offices. Postmaster: Send address changes to P.O. Box 850, Perry, GA 31069. AgAir Update, a multiple-award winning publication, is published in three languages and distributed worldwide. AgAir Update is a proud member of:


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Bill Lavender bill@agairupdate.com

In This Edition If you are like me and most ag-pilots, because of the uniqueness of the business of aerial application, you don’t want to read about the “C” word. So, I won’t mention Covid or Corona in this editorial. Oops, my apologies! The June edition of AgAir Update is filled with a variety of articles. For those that turn to From the Cockpit early on in reading AgAir Update, here’s a short summary of what to expect on the following pages. This month’s cover feature story is about the emergence of Thrush Aircraft, LLC as an all-new manufacturer of the Thrush airplane. AgAir Update visited with two of the three new Thrush Aircraft owners, CEO Mark McDonald and CFO Clint Hubbard. Board member John Graner was not available during the Q & A. This article is not about the Thrush, per se. Everyone already knows the aircraft is a superb machine. What this article is about is how the new owners came to buying the company and their plans for the future. You don’t want to miss reading it. AgAir Update is very fortunate to be able to recruit active ag-pilots as writers. Who better knows and understands what ag-pilots go through than a fellow ag-pilot who is able to express those feelings and experiences through the written word. Three of AgAir Update’s regular columnists are Juliana Coppick, Tracy Thurman and Mike Feeney. Juliana is a Brazilian and U.S. female ag-pilot. She started her ag-flying career in an Ipanema and has risen through the ranks of ag-aircraft to turbinepowered Thrushes and Air Tractors. Her insights come from a woman’s perspective without the gender aspect. In this month’s column, Volo per Veritas (Fly for the Truth), Juliana writes about training and emergency procedures. Oh yeah, she started her professional aviation career flying A 6 | agairupdate.com

heavy iron, turbofan aircraft for cargo. Many ag-pilots have missed out on formal flight training. Some because at the time they started flying ag, there wasn’t any such opportunity, as was the case when I started in 1974. I have to admit, there was a school or two scattered around (Johnny Dorr’s in Mississippi comes to mind), but nothing like today’s training opportunities that include simulators and other mental-based techniques. Tracy Thurman, one of our most popular writers, takes the reader on a journey flying ag in the dark of the night. Only a small number of ag-pilots can make this claim in their logbooks. It takes a special breed to face that darkness with a loaded ag-plane, maybe no horizon and the pressure to get the job done before daylight with threatening weather in the mix. However, Tracy takes night flying to the next level in this month’s article when he writes about the weather and how it impacts night ag-flying. You won’t become a nighttime ag-pilot reading Tracy’s article, but you will surely have a great appreciation for the work these special ag-pilots do. Tracy ends the article with an all-important reference to old-timers, pros and the rabbit and the hair. Be sure to read it and see if you can relate. Mike Feeney hails from New Zealand and has a long and colorful ag-aviation history, both in flying and helping to form a safety protocol for ag-aviation in New Zealand that applies worldwide ag-flying. In this month’s article, Mike writes about spreading superphosphate fertilizer in the beautiful Mangamahu Valley. If you have never visited New Zealand, I can tell you firsthand that it is a challenge for agpilots with its valleys and mountains. More often than not, the New Zealand ag-pilot is taking off


on a very short airstrip literally off the face of a mountain (well, maybe an extreme hill) using the downhill gradient to literally force the ag-plane into the air. And, upon the return for another load of super, uses that same gradient to land on what amounts to a postage stamp; maybe 300 yards long, if the ag-pilot is fortunate. Mike’s description of this type of flying is mesmerizing and rightly so. Mike has written for other aviation publications and has developed graphs and formulas to calculate gradients and how they affect the takeoff performance of a loaded ag-plane; a well-qualified Kiwi. Enjoy this month’s edition of AgAir Update! For those of you north of the equator when flying this summer, “Follow Your Gut”, as retired ag-aviator flight instructor Robert McCurdy would say. If something doesn’t feel right, it probably isn’t and deserves a moment of your time to closely evaluate the situation. This “gut feeling” often comes with experience in the seat of your ag-plane. But, it can also be present for the newbie ag-pilot as well; hopefully more so by erring on the side of abundant caution. And in closing, I would like to express my condolences to the Grouleff family in the loss of patriarch Al Grouleff. I visited with Grouleff Aviation over 20 years ago in the San Joaquin Valley and Graham returned for a follow-up article once Al’s grandson, Greg, started in the business. Mr. Al came along in the early years when aviation was getting a strong foothold in California. At one time, he was the western Air Tractor dealer, buying one of the first, if not the first, of Leland Snow’s all-new ag-plane, the Air Tractor. He was one of the nicest, calmest, easy-going men I’ve ever met; may he rest in peace. Until next time, Keep Turning…

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July 2020 - CANCELED Congresso da Aviação Agrícola do Brasil 2020 – Sindag e Congresso Mercosul da Aviação Agrícola 2020. July 2020 - CANCELED Oshkosh August 19, 2020 Brazilian Ag Aviation Day August 2-5, 2020 Aviation New Zealand Conference 2020

Napier Conference Centre Napier, New Zealand October 8-10, 2020 NAAA Fall Board Meeting

Crowne Plaza Knoxville Downtown University Knoxville, TN Lindsay Barber Tel: 202-546-5722 Fax: 202-546-5726 information@agaviation.org October 22-25, 2020 VIII Expo Congresso de Aviación Agrícola 2020 Fiesta Americana Puerto Vallarta All Inclusive Spa, Puerto Vallarta, Jalisco, Mexico adriana.garduno@aviacionagricola. com.mx www.aviacionagricola.com.mx

October 24-25, 2020 2020 Ag Aviation Golf Tournament

Red Apple Inn & Country Club Heber Springs, AR Katherine katherine@araaa.org November 1-2, 2020 PNW Convention

Coeur D’Alene Resort Coeur d’Alene, ID Tara Lea Brown 509-989-9098 pnwaaa@gmail.com

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CALENDAR OF EVENTS agairupdate.com/calendar

November 4-5, 2020 Mid-States Convention

January 9-11, 2021 ArAAA Convention

January 24-26, 2021 AMAA Convention

Isle of Capri Casino & Quad Cities Convention Center Bettendorf, IA Kevin Palmer airsprayinc@yahoo.com 309-253-2128

Little Rock Marriott Little Rock, AR Katherine Holmstrom 501-503-3310 Katherine@araaa.org www.araaa.org

Great Falls, MT Colleen Campbell 406-781-6461 www. montanaaerialapplicators.org

November 9-11, 2020 CaAAA 71st Annual Convention

January 11, 2021 AzAAA PAASS Meeting

TBA Terry Gage | 916-645-9747 terry.gage@caaa.net November 26-28 2020 KsAAA Convention

Hyatt Regency Wichita, KS Rhonda McCurry 316-796-1180 kaaa@ksagaviation.org December 7-10, 2020 NAAA’s Ag Aviation Expo

Savannah Convention Center Savannah, GA Lindsay Barber Tel: 202-546-5722 Fax: 202-546-5726 information@agaviation.org January 5-6, 2021 MoAAA Convention

Drury Plaza Cape Girardeau, MO Mike Hall 573-649-2587 aerialcropservices@sbcglobal. net January 6-8, 2021 TxAAA Convention

TBA Lorena Campos 512-476-2644 Lcampos@thetexascapitol. com

January 27-29, 2021 NM AAA Convention

Custom Farm Service Stanfield, AZ 520-705-9692 barmstrong@agairusa.com www.azagav.org/

Inn of the Mountain Gods Resort & Casino Mescalero, NM Sue Steward 940-864-2456 www.nmagaviation.org

January 11-13, 2021 LaAAA Convention

February 1-3, 2021 SEAF Convention

Golden Nugget Casino Lake Charles, LA Ed Krielow 337-230-9952 www.laaaonline.org

Francis Marion Hotel Charleston, SC Linda Minton 772-465-0714 www.flagaviation.org

January 14-16, 2021 MsAAA Convention

February 8-9, 2021 NC AAA Convention

Beau Rivage Resort & Casino Biloxi, MS Vicki Morgan 662-299-7836 vickimorgan@msaaa.com msaaa.com

TBA Raleigh, NC Leslie Craft leslie@craftairservices.com 252-426-9676

January 18-19, 2021 NEAAA Convention

Wyndham Gettysburg Gettysburg, PA Sandy Carter 609-820-7846 businessoffice@northeastaaa. org www.northeastaaa.org January 18-20, 2021 OkAAA Convention and Trade Show

TBA Sandy Wells 405-341-3548 sandy@okaaa.org

February 12-13, 2021 NAAA Spring Board Meeting

Hilton Old Town Alexandria Alexandria, VA Lindsay Barber Tel: 202-546-5722 Fax: 202-546-5726 information@agaviation.org February 14-16, 2021 NATA Convention

Embassy Suites by Hilton Omaha La Vista Hotel & Conference Center La Vista, NE Danea Pessel 402-761-2216 nata@windstream.net gonata.net


February 18-20, 2021 Canada AAA Conference

Delta Hotels Regina Regina, SK Canada Katherine Topolniski 780-413-0078 Katherine@managewise.ca February 22-24, 2021 Tri State Aerial Applicator Convention

Alerus Center & Canad Inn Grand Forks, ND Terry Stieren 612-751-1187 tambroz@aol.com Andrea Goebel 605-690-3477 sdaviation@gmail.com Cindy Beck 701-899-3232 cindy@tri-stateaviation.com www.tristateaerialconvention.com February 2021 Ohio AAA State Meeting

TBA Brian Gibbs gibbsaerospray@gmail.com 419-332-1724

With change, comes opportunity.

May 27, 2021 International Crop Duster’s Day July 2021 Congresso da Aviação Agrícola do Brasil 2020 – Sindag e Congresso Mercosul da Aviação Agrícola 2020.

Sertãozinho – SP – Brasil. +55 51 3337.5013 sindag@sindag.org.br www.congressoavag.org.br August 19, 2021 Brazilian Ag Aviation Day October 8-9, 2021 NAAA Fall Board Meeting

TBA Lindsay Barber Tel: 202-546-5722 Fax: 202-546-5726 information@agaviation.org

There have been changes at Thrush. Big changes. New ownership. New leadership. And a new commitment to become a better company. One deserving of your trust, and your business. And now with the resources and skills to earn them both. You’ve told us what needs to be fixed – and we’re doing just that. Exceptional quality. Unequaled product support. Promises that will be kept. It’s an entirely new day at this legendary company. And we deeply appreciate having the opportunity to prove it. For more information about all the changes now underway at Thrush and the new opportunities we’re creating for our customers’ success, call Mark McDonald at 229.789.0467.

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RE-EMERGES Recently, AgAir Update had the opportunity to visit with Mark McDonald and Clint Hubbard, two of the new owners of Thrush Aircraft, LLC in Albany, Georgia. After going into Chapter 11, Thrush Aircraft, Inc. has reemerged as Thrush Aircraft, LLC with new leadership and a renewed vision for its product line in both the agricultural aviation and the firefighting industry. The company is no stranger to reorganization. Originally Ayres Corporation, founded in the 1970s by Fred Ayres, a spin-off from Rockwell International, Ayres Corporation was responsible for the S2R type, which is what all modern-day Thrush aircraft are. In 2003, Thrush Aircraft, Inc. was formed from Ayres Corporation and enjoyed a bountiful run introducing new product/engine combinations until several decisions led to the A 10 | agairupdate.com

company being forced to seek new ownership. The new leaders of Thrush Aircraft, LLC have an optimistic and systematic approach to bringing the brand back into the mainstream with emphasis on customer and product support like never before. AgAir Update: Who is Mark McDonald? Mark McDonald: I started my career working with GE for 13 years, first in locomotives, then moved into aviation. From there, I transitioned to AAR Corp., eventually leading their manufacturing and heavy overhaul divisions - all aerospacerelated. I worked directly for the CEO. After my time with AAR and a period of consulting for airlines and private equity, I moved overseas to work with Rolls Royce to lead their commercial ➤


Mark McDonald, CEO Thrush Aircraft, LLC.

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large engine business. I returned to the US working in Rolls Royce’s energy business before being hired by a private equity firm to serve as CEO of an engine component manufacturing company. I worked there until retirement, and now, out of retirement to revitalize Thrush Aircraft. My wife, Julie, and I have a daughter and three sons, one of whom works here at the factory. AgAir Update: How did you learn of Thrush Aircraft and their current (at the time) situation? Mark McDonald: I had a chance meeting at church with a gentleman from IOMAX Corporation, who was in partnership with Thrush to produce a light attack aircraft. I went on my first flight in the aircraft later that year. Thrush called IOMAX to ask for help last August. Clint and I came down to see how we could help Thrush. After the former ownership decided to file for reorganization, we stepped in to fund the company through the reorganization and then later bought the assets. A 12 | agairupdate.com

AgAir Update: Who is involved with the ownership side of the new Thrush Aircraft, LLC? Mark McDonald: Myself, Clint Hubbard, who comes from IOMAX and John Graber. Clint and his wife, Laurie, have three daughters. Clint has over 30 years of experience, much of which was running large manufacturing companies. John and his wife Mary have one son. John doesn’t have any history with IOMAX or Thrush, but has an extensive aviation background, from Medivacs to 757s. John also has been a CEO of a couple of aviation companies. Here at Thrush, I serve as the CEO, Clint serves as the CFO and John is a Board Member. AgAir Update: You have recently installed a new management team, who is involved? Mark McDonald: Some old and new faces make up our new management team. We hired Michael Rutledge to lead our North American sales activities. Byron Amador is our Central American rep and we have eight dealers that support us around the world.


Kevin Pierce is our Director of Services, which is a new position we created to handle aircraft that are in the field and to bring a new customer service experience to owners and operators of Thrush Aircraft. I handle international sales opportunities. AgAir Update: What did you see in Thrush Aircraft that presented itself as an opportunity? Mark McDonald: Clint and myself met with the previous owners and after the first phone call we knew they were in trouble. It was clear the company was going to file for reorganization. At that point, our main objective became for the company to survive so we could rebuild. Clint and I created a financial company that helped Thrush through the bankruptcy proceedings. This was the initial objective. However, the more time we spent around the company and its employees, the more time we were involved with the industry, we realized the situation the company was in was not due to a faulty product, or a poor market, and hence there was a great opportunity to bring the company back with some integral changes to the way it operated. The product is solid and now we will make the company solid. AgAir Update: What was the next step once you realized you were buying an agricultural aircraft manufacturer?

Opposite Page: The 510G on the ramp at Thrush Aircraft, LLC in Albany, GA. Photo credit: Grace Dickerson, Inc.

Mark McDonald: We purchased all the assets on November 4, 2019. Then, Thrush Aircraft, Inc. ceased to operate. Our company, HHM Aircraft Financing, then changed our name to Thrush Aircraft, LLC to ensure we had brand continuity. After that, the first thing we did was talk to the employees. We held an all-hands meeting and put everything on the table. We listened to any and every suggestion. On a strategic level, we knew we had to bring people back to the workplace, we had to restart the supply chain and had to get orders coming in for aircraft. In fact, we are still hiring and have more than doubled the number of employees since November. AgAir Update: What are the immediate goals now that you own Thrush Aircraft? Mark McDonald: We are focused on stabilizing the company and improving its performance. We will deliver quality products, on-time and make

sure adequate supply chains are in place. We are really improving and reimagining our service department; we have created a new staff position that will act as a resource to all operators to enhance all aspects of support they receive after the aircraft leaves the factory. AgAir Update: With the new owner’s background and history with the IOMAX corporation, how will that play into the new Thrush Aircraft? Mark McDonald: Our business model is agricultural aviation and firefighting. I’m not sure we will ever deliver another patrol aircraft and our business plan doesn’t count on any orders for the military market. AgAir Update: How about product lines? What’s changing? What’s staying the same? Mark McDonald: We will continue to support, build and promote the 510G and the 510P. We also have the assembly line up and running for the 710 series of aircraft. There are enhancements to existing models that will be announced soon. AgAir Update: So what is different about the new “Thrush Aircraft” than in the past? Mark McDonald: We have learned a tremendous amount from previous mistakes. We have emerged from Chapter 11, although very painful, with a company that has almost no debt. This allows us to put the resources into building the company into what it should be, an aircraft manufacturer of superb agricultural and firefighting aircraft with great aftermarket services. We are also implementing a new management style and doubling-down on customer support. We will be expanding our dealer network and encouraging our dealers to be a larger part of the overall conversation. AgAir Update’s interview with Mark McDonald came to a close in the same conference room where we had conducted so many interviews about the Thrush company in one form or another. There was a noticeable difference this time. Mark, Clint and John have laid out a plan that is sure to allow Thrush Aircraft, LLC to reemerge better than before. agairupdate.com | A 13



Juliana Torchetti Coppick jutorchetti@yahoo.com.br

On the Spur of the Moment During our career as aviators, there are several training sessions available that can prepare us for moments we hope to never experience. I believe one of the most feared situations by an aviator is fire in the cabin, but many more can occur, which is why all aircraft operating manuals have an entire section dedicated to emergencies. Do a self-analysis and ask, “How much time have I spent learning my aircraft’s emergency procedures?” Every emergency, when it happens, requires very accurate mental conditioning and situational awareness. Usually, what we do repeatedly becomes a habit and consequently our reactions are almost automatic. That is the big problem with emergency procedures; they are not part of our routine! But, they should be! For those who have never witnessed, it seems funny to see a newly hired airline pilot prepare for simulator training. The airline company usually provides a large paper instrument panel, so the novice can train at home familiarizing himself with the switches, controls and instruments of the aircraft. The aviator spends a few hours sitting and talking to himself, repeating checklist procedures and sequences. Anyone watching from a distance has the impression of a monk chanting mantras and doing a strange dance with his hands. After a few days of training on this paper plane, the pilot will have access to the flight simulator, which will give him a sensation very close to real flight. Of course, we cannot compare this type training with ag-aviation because of the nature of operations are different and the preparation will also be different. What I want to emphasize is the importance of verbal, physical and mental repetition of procedures that we hope to never use. If we don’t, we will really wish we had “rehearsed” beforehand. Unfortunately, in agricultural aviation we do not undergo emergency procedures training periodically, so it is easy to settle down and let our guard down in case of an emergency. I transitioned to a turbine-powered ag plane at the Thrush factory in Georgia in 2018 and I feel it was a great asset for me. Among other emergencies that we trained for, having the opportunity to experience the sensation of a stall in a turn with a loaded airplane, gave me a new, eye-opening A 14 | agairupdate.com

perspective of agricultural flight. Erroneously, many ag-pilots are sometimes unconsciously induced not to prepare for certain emergencies. Due to the low height at which we carry out most of our operations, we run the risk of settling for the idea that there is not enough time to follow procedures. So, we will simply land in straight ahead. Often, this is exactly what happens and the pilot doesn’t have much time to do anything but hope there is a place in ahead to make a decent emergency landing that allows him to walk away from the aircraft. But, that does not mean we should not pay attention to emergency procedures described in the flight manual. Even without access to a simulator, it costs nothing (nothing at all) to sit in the airplane cabin periodically (the beginning of the season is a good time to remove rust from the off-season) and become familiar with the sequence of certain procedures. Think of your plane as your flight partner. There is nothing that makes our journey more enjoyable than getting to know in depth the work tool that gives us wings. If your aircraft has a fire extinguisher, check that it is loaded, within the validity period and easily accessed. Also, remember that leather shoes and clothing made of flame-retardant fabric can make a difference that will literally save our skin in an emergency. In Brazil, I know many ag-pilots are about to end the season. Here in the United States, we are dusting off the overalls and getting ready to start another season. I can’t guarantee reading the manual or taking a mental flight will save us from any emergency, but it never hurts to help luck by doing our part, right? Juliana Torchetti Coppick began her aviation career as a flight instructor. She flew copilot on a passenger Boeing 737 and a 727 freighter. Her passion for agricultural aviation called. Now, as an eighth year agricultural pilot flying a turbine Air Tractor, she feels that she has accomplished her dream as an ag-pilot. She has experience in Ipanema, Thrushes 510G, 510P and 510GR, Thrush 660, Air Tractor AT-402B and AT-502B. She is often asked which is her favorite airplane. “The one I’m flying now!” Her view of ag-aviation is with discipline and good humor to handle the daily challenges of the profession. “Flying an airplane is like loving someone; you got to be there with your body, mind and soul to do it right!”

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Tracy Thurman thurmantracyt@gmail.com

Pushing It

No one can outfly the weather and we can’t make the airplane do what it can’t do. That doesn’t stop some of us from trying though.

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Zooming around in the dark in the dimly lit cockpit of a 510 Thrush is about as much fun as anyone should have without being charged for it. Nights when the air is cool and smooth are the payoff for those nights when it isn’t. Now and then, when flying back to the runway, I’ll fly up to a thousand feet or so, just to see the splashes of lights of the small towns around where I get to fly. They remind me of hands-full of old coins and precious stones, gold, silver, rubies, and emeralds, strewn on a deep, black velvet tablecloth. All the humanity going on there, people living out their lives. Some are loving, some are fighting, some are hoping for a better day tomorrow, while others are celebrating the day they had. Meanwhile, we’re all spinning around on this giant spaceship called Earth, circling the sun and watching the moon. We’re just doing what we do. Good, bad, or otherwise. When the wind gets a bur under its saddle, it’s a different story. Flying at night is one thing. Flying in the wind is one thing. Flying in both gets to be way too much like work. The wind on

the field and the wind in the turns are sometimes two totally different things. They can often be different directions and velocities. It’s like dashing across the interstate with an arm load full of groceries. Dodging to the left, until you get halfway, then dodging back to the right. All while trying not to break the eggs or smash the bread. It was such a night I was flying with an old hand in the business. There could have been a tornado ripping across the field and he would have taken it in stride and not wobbled more than two feet off his line. An odd air current tore crossway on the runway just about ten feet above the ground. I was straining on every takeoff and landing with gritted teeth, trying to keep all of the airplane pointed in the same direction at the same time. Turns at the field were an exercise in opposites. Downwind turns were wide and shallow, like an arcing bend on a roller coaster gaining momentum all the way. Get the airplane pointed in the general direction, present the wide part to the wind and hang on as you scoot around the curve. Up wind turns were spritely little hops letting the propeller chew its way in while the



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wings carved their way through. It’s a laborious way to fly. I was on the last load of the last field and missed my initial turn by a long shot. Pulled away and attempted the turn again. Same result. I blew past it, muttered something derogatory about the light bar’s ancestry and gave it yet another try. The radio squawked in my helmet. Apparently, I was falling miserably behind. “What are you doing over there?” I wrestled with the controls and lined up on the awkward pass and pointed my way across the field. “If I knew that, I’d be done by now!” I snapped back. I was getting flustered, worn out, and downright mad. I was beginning to question the sanity of the guy who signed off on my pilot’s license. Eager to get done, I was rushing my turns. Fighting the elements and arguing with the airplane. No one can outfly the weather and we can’t make the airplane do what it can’t do. That doesn’t stop some of us from trying though. I finally made my last pass. Cleaned up the ends and headed back to get a rinse load. My partner had already cleaned out and was by this time tying down his airplane back at the airport. In all my haste and aggravation, I had caused myself twice as much trouble and anxiety. If I had just backed it off a notch or two and flew smoothly instead of fighting with it, I probably would be tying down at the airport as well. Many times, I think we get ourselves in predicaments we could have avoided if we’d just been smart enough to stop pushing on a door clearly marked “Pull”. We all have some mighty long days. Or nights, depending on your schedule. I know at the beginning of the season we’re chomping at the bit to get in the seat. About midway through, when the acres pile up and the schedule gets long, we have many days when we’re looking forward to “parking that damn thing”. But you and I know, even on the long, hot, dusty, aching back days, we wouldn’t trade it for anything else. One thing I’ve learned working with the pros, is the same old story about the Tortoise and the Hare. Slow and steady wins the race. The fact is, it’s not slow at all. It’s just a steady, smart way of flying and doing the job without bashing your

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helmet against a brick wall. Fly the airplane, do the work, and relax. There’s no need to fight your way through a flight schedule. It’s completely counterproductive if not downright dangerous. How many times have we disregarded basic rules while trying to force the airplane into a swath we missed while pushing a lousy turn? “Wings level over the wires.” “Ball in the center.” “Don’t skid the airplane through the air.” Now you’re really frustrated because you’ve wasted even more time and air space by chasing a rat through the air when you should have just taken an extra second or two setting up your turn. Perhaps you should have made the decision to abandon the pass and try again way back when you realized you’d already screwed it up.

One thing I’ve learned working with the pros, is the same old story about the Tortoise and the Hare. Slow and steady wins the race. Pilots have to be ahead of the airplane. Ag pilots have to be way ahead of the game. By the time you’re halfway through your turn, you should already be visualizing your field entry. By the time you’re halfway across the field, you should already be seeing your shut off, pull up and entry into your next turn. When you find yourself figuring all this out as it happens, it’s time to extend your turns and give yourself a little more space. Widen the margins out a bit so that you’re not pushing yourself or the airplane against the wall. It takes a little discipline and diligence to identify your situation and do something about it. It’s one of those things that separate the professional pilots from the others. “Slow is smooth. Smooth is fast.”


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Spreading Super in Mangamahu Valley by Mike Feeney

Mangamahu Valley, New Zealand

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(Circa 1960s) Landing just after dawn, I had Pete, my loader, to top up the fuel tanks of ZKBUX, a Cessna C-180 with a 230 BHP engine outfitted for spreading super phosphate fertilizer, known as super. We had a cup of tea while I told him that I wanted to keep flying without refueling to see how long we could work until we had only about half an hour of fuel remaining. The area to be covered was a rectangular field rising up to a western ridgeline. There was a number of small dams and lakes, a very pretty area of about 500 acres in the Mangamahu Valley, New Zealand. The rate of application was to be around 250 pounds per acre. A half ton load should sort of fit one run, perhaps stretched just a little and finished with two runs at 90° to tidy up the job. As usual I divided the block into halves, then quarters. It was a dream job with first runs being a tad lower than the airstrip and last runs being only a few hundred feet higher. The paddock was

close with just a sixty degree left turn to get lined up, another left turn back to the strip and curving right bank to the touchdown point on the right wheel. The time on the ground was about 50 seconds. Pete was very good on the tractor, as he had grown up on the family farm. We completed about 15 loads per hour on the close work, decreasing as I needed to climb and the distance increased to the paddock. After about 55 loads and three and a half hours, I got Pete to dip the tanks. He looked over to me holding up three fingers; three more loads only. I called a halt after three hours and forty-five minutes. It felt great, but I did need a pee for sure. I had to go behind the fertilizer bin, as a bit of a group had gathered, including a nice lady with tea and hot scones. The next job was about ten miles further north up the valley, on the east side quite high. It was a perfect morning with traces of fog still remaining


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Pete and I spread 50 tons which was 110 sorties at about twelve loads per hour, five minutes per load with a climb of about 600 feet going to the paddock.

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down in the valley. The job was for 45 tons of super. I can clearly recall the airstrip after nearly 60 years ago. It was about 1200 feet high. To the north was Mount Ruapehu and far out to the northwest was Mount Egmont. The northwesterly airstrip was green and smooth with a downslope of about 12%. At the end, it had a nice curve down to the valley floor. The strip was about 300 yards long. I was airborne from our base headed for the airstrip right at early dawn and landed well before the sunglare hit us. Pete warmed the loader truck’s Nuffield’s engine and hydraulics, then loaded 800 pounds of super into the hopper. This was a light load to see how the Cessna C-180 with its 230 BHP engine would perform in the cold morning air. The aircraft easily cleared the fence line. I retracted flaps and climbed at 80 knots. The large farm sloped up and the boundary was only a mile away from the airstrip to the east and straight into the rising sun. Because of that, I wanted plenty of height, so I noted the altimeter reading I had to attain to be well clear of the bush and trees. I usually hung my pocket watch beside the airspeed indicator to time sorties. The time for landing roll, hopper loading and takeoff on level ground was about 55 seconds, call it one minute. Then the climb out and sowing sector at an average of 90 knots took about 2.5 minutes. The downhill run was only 1.5 minutes, at about 140 knots. The C-180 is a fast machine. You have to carefully plan the landing. For a straight in approach, cowl flaps closed, power back to 20 inches, then flaps to 20° followed by another notch of flaps to 30°. If landing with a tailwind, which was very common, you set the flaps to 40°. The mental landing and takeoff check list went something like this: during landing roll with flaps set to 20, cowl flaps opened, check for enough fuel for next sortie, elevator trim well forward, temps and pressures in the green, hopper loaded, loader driver and equipment clear, check airstrip clear of sheep, cattle, humans and kids before adding power for another takeoff. Over the next two days, Pete and I spread 50 tons which was 110 sorties at about twelve loads per hour, five minutes per load with a climb of about 600 feet going to the paddock. A C-180 with full fuel, pilot and three passengers can climb at about 1000 FPM. With

an ag load of 500 KG and max power, it will climb at 450 FPM. If you decide to reduce power to 80%, the Rate Of Climb (ROC) will reduce to approx 250 FPM. That’s not too good if trying to climb at low level over rising farmland. If flaps are not retracted fully after takeoff, the ROC will be reduced even further. If the pilot tries to climb slowly using Vx (best angle of climb) his speed’s safety margin will be hopeless and sooner or later he will crash into rising ground, trees or wires.

The northwesterly airstrip was green and smooth with a downslope of about 12%. At the end, it had a nice curve down to the valley floor. The strip was about 300 yards long. Fifty tons does not seem like very much if you are flying a 750 SHP PT6 Cresco or Air Tractor, less than 30 sorties. But in a 230 BHP C-180, it is a very different matter. A Cresco can hold two tonnes of fertilizer and a C-180 only 500 kilograms. My ZK-BUX was 1700 pounds empty. I was about 170 pounds. With oil, fuel and a HF wireless, ZK-BUX weighed about 1900 pounds. Add me and the ag C-180 weighed 2100 pounds empty. Add a full hopper of super, 1100 pounds, and the aircraft had a takeoff weight of 3200 pounds. That is a large overload for a C-180 with a very aft centre of gravity, indeed. The Cessna C-180 was a lovely machine to fly at normal legal weights, but a highly dangerous one when grossly overloaded. There were rare times that the ag-version of the Cessna C-180 took off at less than an overloaded configuration. However at the time, it was one of the best, if not the best, flying machine for hilly New Zealand spraying operations.


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Ag Operator in South of Brazil Adds Aerial Firefighting to His Operation by Ernesto Franzen

(L-R) André Cappellari, Luís Augusto Damiani and Marcos Antônio Camargo keep COVID-19 distancing, each standing in front of the aircraft respectively flown at the Guasso-Boi fire. Inset: (L-R) Cappellari, Damiani and Camargo next to Itagro’s AT402B.

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The southernmost state of Brazil, Rio Grande do Sul, has a long history in Brazilian ag aviation – the first aerial application in Brazil was flown there in 1947 – but little aerial firefighter activity so far. The state normally has a regular rain regime that keeps vegetation from turning dry and combustible. But summers recently started to alternate between very rainy and very dry. And the summer of 2020 (in the southern hemisphere) has been anything but normal. It has been unusually dry, with only 20 to 50% the normal rainfall and up to over 40 days without any rain. The same drought that is adversely affecting farmers and ag-aviation operations made conditions favorable for wildfires. In the city of Alegrete, ag-aviation company Itagro - Itapororó Aviação Agrícola Ltda., a very progressive ag operation featured twice in the Brazilian edition of AgAir Update, has suddenly seen calls for aerial firefighting operations. Itagro had fought fires three times before, including once on a commercial eucalyptus plantation. With the first such call this year, firefighting ops went large scale on April 20, after owner/operator Marcos Antônio Camargo

received a call the night before from a farmer, saying there was a fire out of control on a field in a place called Guasso-Boi. Camargo promptly started to plan the operation, in order to waste no time as the day dawned. Camargo’s training for firefighting started when he completed a simulator course for the AT-502 in the US, which included firefighting operations. Itagro’s fleet of Ipanemas and one AT-402B were made available to use in these firefighting operations in Guasso-Boi. As there was no fire retardant available in Rio Grande do Sul, Itagro’s aircraft had to drop plain water on the fires. The AT-402B has a capacity of 400-gallons, while the 210-gallon Ipanema is limited to about 165-gallons for firefighting salvos. Despite this, Camargo planned an operation that proved to be extremely effective, proving that when used smartly even smaller ag-planes can be useful in a fire emergency. Before daylight, he located the nearest satellite strip to the fires that could accommodate an AT402B and had water available. He then had a ground crew drive a support truck to set up an operational base there. This turned out to be

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Left: This picture gives an idea of the size of the burnt area. Photo: Marcos Camargo Right: Itagro’s AT-402B and RV-10 at the fire base at São Manoel Farm. Ground team wears face masks to avoid COVID-19 propagation. Despite being improvised, this fire base worked very well, loading 400 gallons of water in the AT-402B in less than a minute.

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to the fire location to act as an aerial coordinator and direct drops. Camargo knew that airplanes alone could not extinguish the fires. That would also need the work of ground firemen. The Alegrete fire department was too busy with other calls and couldn’t assist. Camargo texted by WhatsApp a group of neighboring farmers asking for people to help put out the fire on the ground. Although some responded, they had difficulty reaching the fire location. As the afternoon progressed, the wind increased, fanning and spreading the wildland fire. The AT-402B alone wasn’t enough to suppress the fire despite Damiani flying it non-stop, having had just a quick lunch while the ground crew fueled the airplane. The tension grew even more as the fire approached some farm houses, when Damiani demanded “110% performance” from the AT-402B. This prompted Camargo to summon one of his Ipanemas to join the operation, flown by André Capellari. Also a veteran ag pilot, with nine seasons under his belt, he was able to fly the smaller Ipanema from another satellite strip, which was closer, only four miles to the fire. Capellari made 17 drops guided by Camargo, through visibility-reducing smoke, heavy turbulence and dust-devils caused by the fire. Wind direction and intensity changed often, requiring attention from all involved. Both ag planes dropped 21,400 gallons of water in 62 loads during the day – 17 of those drops were made by the Ipanema. The fire was only fully extinguished by nighttime, after an estimated 1,500 acres were burned. The drought goes on, however, and Itagro

received another call three days later, using again the AT-402B and an Ipanema to drop 1,800 gallons on a 74-acre fire four miles from the satellite strip they were operating from; three loads launched by each plane. As this article was being written, Itagro received a fourth call for a firefighting job. It is likely more calls will come before the drought is over. Itagro also has suffered the impact of COVID-19. At first, the municipality of Alegrete ordered the closing of all businesses, regardless of activity. Camargo quickly explained to the mayor that ag-aviation was essential to avoid even higher losses both to state and city economies, as the crop season is still on. He was quickly authorized to restart activities. Itagro adopted all the recommended measures to avoid COVID-19 contagion – face masks, hand and workplace sanitizing, social distancing, etc. These temporary setbacks did not change Camargo’s plans for the future of Itagro. Changing climate is making wildfires more common in Rio Grande do Sul, at the same time that public awareness about them has increased. A smart operator like Camargo sees this as an opportunity; he intends to invest in increasing Itagro’s firefighting capacities, including bigger airplanes. He also believes there will be a demand for aerial mosquito control as soon as it is approved in Brazil. With such progressive management, it is sure to soon have Itagro on AgAir Update’s pages again!




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National Agricultural Aviation Association

10 Tips from NAAA and NAAREF to Keep You Flying Safe

A daily checklist to follow to ensure your season is safe and productive.

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Nearly a quarter-century ago the poignant phrase “Upon the Performance of Each Rests the Fate of All” was coined as an expression of responsibility and solidarity among aerial applicators. If you’ve ever attended the PAASS Program—the flagship educational program of NAAA and NAAREF—at a state convention, then you have heard those words uttered more than once. NAAA and its sister organization NAAREF take that motto seriously and ag pilots should too, particularly now that the summer flying season is in full swing and all eyes are upon us. With that in mind, here is a daily checklist to follow to ensure your season is safe and productive. Establish Personal Minimums: NAAA encourages each pilot to establish personal minimums and make them hard and fast rules to live by. In your desire to get the job completed quickly and still do a good job for your customer, it can be very easy to justify an action “just this one time.” Spur-of-the-moment decisions can bite you. Establish your own personal minimums after considering all conceivable hazards and evaluating mitigation measures for those hazards. Once established, the safety bar should not be lowered just because you were able to get away with something once. Watch Out for Obstructions: Obstructions have always been hazardous to low-level pilots’ health, but the number of telecommunications towers, GPS differential signal towers, meteorological evaluation towers, wind turbines and other obstructions erected in agricultural regions has increased significantly over the past several years. Each year NAAA tracks Part 137 accidents

investigated by the NTSB. A review of 2019’s Part 137 accidents reveals that wires were the most common object hit in controlled flight into terrain (CFIT) accidents last year. Wire strikes accounted for 61% of all CFIT accidents and 75% of the fatal CFIT accidents in 2019. NAAREF feels it is imperative to remind pilots of these potentially deadly hazards and present some suggestions for coping with these in-flight dangers. The foundation produced an obstruction awareness video titled “Wires and Obstructions” to do just that. The video discusses obstructions such as wires, trees and towers that are a hazard to pilots operating in the low-level airspace on a daily basis, as well as UAVs. NAAA and NAAREF encourage pilots to review the “Wires and Obstructions” video as often as necessary to keep these obstacle-avoidance lessons in mind. Watch it at AgAviation.org/safetyeducationvideos. The Human Factors module of the 20192020 PAASS Program took a closer look at CFIT accidents. According to the Federal Aviation Administration, a CFIT accident is one where an airworthy aircraft under the control of a qualified pilot is flown into terrain. While terrain implies the ground, it encompasses all other obstacles that originate from the ground such as trees, wires and towers—even water. Five CFIT accidents were discussed in the module. A refresher on the CFIT module and the rest of the 2019-20 PAASS Program is available in the Spring 2020 issue of Agricultural Aviation at AgAviationMagazine.org. Monitor Medications: The FAA has issued new guidance to pilots regarding which overthe-counter medications are safe to fly on.


The list is broken down into two categories: “Go” and “No Go.” The list includes antihistamines, decongestants, cough and pain medicines, as well as medications for rashes and gastrointestinal issues. This information is vital to all pilots, as sedating antihistamines are frequently detected in fatal accident toxicology reports. Just because a medicine is available without a prescription does not mean it is safe to mix with flying. NAAA strongly encourages pilots to review the FAA’s go/no go list of medications and consult it frequently when taking over-thecounter medications. The full FAA advisory is available at tiny.cc/OTC-meds-for-pilots. It is best to review all of the medications you are taking to determine if and when you can safely fly while taking them. In addition to the list of medications, the FAA guide lists a series of questions pilots should ask themselves to determine their fitness for flight. If a pilot has taken a “no go” medication, the FAA recommends waiting at least five dosage intervals after the last dose is taken before flying again. For example, wait at least 30 hours before flying if you are directed to take the medication every four to six hours and at least 60 hours if directed to take it every 12 hours. Guard Against Fatigue: Increased activity leads to longer flying days and less time off for rest. Many times pilot error

accidents are the result of poor decision-making that can be traced directly to the effects of fatigue. Fatigue is not always easy to recognize, but when tasks normally completed with ease require extra concentration, chances are the effects of fatigue are starting to seep in. It is a known fact a person is a very poor judge of his or her own physical or mental condition. For an excellent refresher on the effects of fatigue and fatigue mitigation tips, watch NAAREF’s fatigue video at AgAviation.org/safetyeducationvideos. The fatigue video features advice from Dr. Mark J. Ivey, a recognized expert in sleep medicine and a senior air medical examiner. NAAREF’s “Combatting Fatigue in Ag Aviation” brochure also offers suggestions on ways to identify and mitigate fatigue. To view or download the brochure, visit AgAviation.org and scroll down to the Key Resources section of the homepage. Drink Plenty of Water: Dehydration sets in quickly when the heat index rises and can lead to more severe heat-related illnesses. Keep yourself and your crew hydrated by providing plenty of fresh water to replace what gets lost during the day through perspiration, urination and respiration. Early symptoms of mild dehydration are headaches, chronic pains in joints and muscles, lower back pain and constipation. Urine with a strong odor along with a yellow or amber color indicates the need for more water. Thirst is the most obvious sign, ➤

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but people typically don’t realize they are thirsty until well after the shortage of water occurs. Rehydrating is another reason to take frequent breaks. Ferry Above 500 AGL: When ferrying, remember the PAASS safety phrase “Ferry Above Five and Stay Alive” to keep yourself above power lines, unmarked towers and other ag aircraft conducting spray operations. Another important consideration in many parts of the country is ferrying at or above 500 feet is required by FAA regulations. Flying at a higher altitude has the additional advantage of allowing more reaction time in the case of an aircraft or engine malfunction. Check FieldWatch (if available): FieldWatch (fieldwatch. com), the online registry created to help reduce drift incidents, is now being used in 22 states and one Canadian province. Thirty-four different specialty crops have been registered on FieldWatch at more than 20,000 sites. FieldWatch operates several online mapping tools. DriftWatch is where specialty crop growers can register their crops. BeeCheck is for registering apiaries, and CropCheck is for row crop producers to register their crops. FieldCheck is the tool applicators can use to interface with these various registries to avoid making applications that would put the registered sites at risk. FieldWatch is smartphone friendly. FieldCheck and BeeCheck apps are available for iOS and Android operating systems. Check Temporary Flight Restrictions: As the presidential campaign kicks into high gear, so too will the number of VIP Temporary Flight Restrictions (TFRs). Checking TFRs before you fly is always important, but you should be even more vigilant about checking VIP TFRs until the elections are over. The FAA recommends obtaining TFR NOTAMs from your local flight service station (FSS). For the latest information, call your local FSS at 1-800-WX-BRIEF. Make sure you have proof you made the effort to comply as verified by briefing records at your flight service station. Beware When You Have Low Time in Type: Agricultural aviation accident statistics have revealed that pilots who have low time in the type of aircraft they are flying are at significantly higher risk of having an accident. Of the total number of accidents from 2006 to 2015, 39% occurred with pilots having less than 500 hours in the accident aircraft. Pilots with less than 100 hours in the aircraft made up 14% of those total accidents. This increase in accidents is seen for both new and experienced pilots. While overall experience is always a positive thing, you will still be at a disadvantage when you start in a new aircraft no matter how many hours you have. Even if you have 10,000 hours of ag time but are starting the season in a different type of ag aircraft, you are in a high-risk category. Regardless of your experience level, taking the time to ease into the season is the prudent course. This can especially be true when the new aircraft you’re flying is faster and heavier than your previous aircraft. Differences in how controls are laid out can take time for your B 4 | agairupdate.com

mind to adjust to. Muscle memory doesn’t develop overnight, so when you first transition to a new aircraft you will need to think more about where things are located in the cockpit. If the aircraft has a GPS system with which you are unfamiliar, that too can increase the time it takes to get familiar. It can also cause a distraction if you are forced to break your concentration in order to figure something out or fix an issue with the GPS. When you switch aircraft or key equipment, concentrate harder and give yourself more time to react. If something is especially distracting, gain some altitude or better yet land, before you attempt to resolve the issue.

Although this advice is free, the resources to produce it is not. Funding for NAAREF services and programs, such as PAASS, the Fly Safe campaign and Operation S.A.F.E., comes from NAAA and other donors willing to invest in the future of agricultural aviation. Fly Safe! These are but a few of the safety reminders NAAREF sends to operators and pilots through ongoing Fly Safe alerts. Fly Safe messages are shared with NAAA members and non-members—specifically, all operators and pilots with a valid email address on file with NAAA. These important safety alerts are sent every other Monday in April, May, June and August and every Monday in July, which historically has been the peak month for ag accidents. Additional safety reminders are issued whenever aviation activity warrants them. If you are a Part 137 operator or ag pilot who has not been getting Fly Safe, please contact NAAA’s Scott Bretthauer at (202) 546-5722 or sbretthauer@agaviation.org to be added to the recipient list. Although this advice is free, the resources to produce it is not. Funding for NAAREF services and programs, such as PAASS, the Fly Safe campaign and Operation S.A.F.E., comes from NAAA and other donors willing to invest in the future of agricultural aviation. We invite you to join the cause of preserving and protecting the aerial application industry, your livelihood and your life by joining NAAA if you aren’t a member already. To join, call (202) 546-5722 or visit or visit AgAviation.org/membership to join online.




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Gut Feelings

I have heard bragging-type horror stories from ag-pilots who “dodged a bullet” while flying when they shouldn’t have.

B 6 | agairupdate.com

I have been making my living in airplanes for over 40 years and I have learned a few things the hard way. One of the main things I have learned is to pay attention to your gut feelings. This is the sort of thing that must be tempered with reason, knowledge and experience. But maybe a good rule of thumb is, “if you are going to err, err of the side of safety.” This little rule, of course, will apply to many areas, like how heavy can you fly, how fast can you safely turn your airplane around, will that rain shower move into my area and wash off the product that I want to apply and when ferrying some distance for GPS repair, etc., is the weather genuinely ok to fly in? As mentioned previously, I have been flying for a living for a long time and I do have an instrument rating. Maybe the most important thing I have learned regarding the instrument rating is do not fly when inclement weather is threatening in an airplane that is not equipped for instrument flying and you are not instrument rated, or not current. Yeah, I know, the Garmin 396 / 496 are wonderful instruments (don’t leave home without ‘em), but they still do not take the place of common sense and good judgment. I am sure you, as well as I, have heard bragging-type horror stories from ag-pilots who “dodged a bullet” while flying when they shouldn’t have. Makes me think of the old adage, “I’d rather be on the ground wishing I was in the air, than in the air wishing I was on the ground!” There is absolutely nothing that demands you fly an agplane when your gut feelings tell you, “Do not fly”, especially when you have 50 miles or more to ferry in very marginal and questionable weather.

Maybe you can recall a while back when there were two pilots ferrying AT-602s in bad weather and one of them did not make it to their destination apparently due to inclement weather. Both of these pilots had enough experience to know not to fly, but they did anyway.

Moral of the story: if you have dodged a bullet from doing something stupid, keep it to yourself and simply say, “Thank you Lord, I won’t do that again.” Pay attention to your gut feelings! When I read the NTSB accident reports in AgAir Update and hear stories from ag-pilots who played Russian Roulette and won, it makes me very angry. These type stories are told oftentimes in an “I-can-top-your-story” sort of way and guess who is listening? A novice ag-pilot who also wants someday to be able to tell his own bullet-dodging experience and it may cost him his life. Moral of the story; if you have dodged a bullet from doing something stupid, keep it to yourself and simply say, “Thank you Lord, I won’t do that again.” Pay attention to your gut feelings! And so be safe, have fun and make money.


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agairupdate.com | B 7



Miller Ag Craft — Rotary Workings by Bill Lavender

GETTYSBURG, PA — Admittedly, AgAir Update doesn’t have as many helicopter articles as it should. Helicopters by best estimates, make up about 10-15% of the ag aviation industry, focusing on specialty areas. However, oddly enough, there are three helicopter articles in this first edition of AAU in the new century. And, that’s after we held one out for next month! Maybe this is a sign of things to come. B 8 | agairupdate.com


America’s leading ag market specialist is now part of something bigger

Jim prepares for departure in a Hughes 500 in Washington, DC.

Over the years it has been my pleasure to meet several helicopter operators, although none have ever asked me to conduct an evaluation flight of their craft. Wonder why? One of these acquaintances is Jim Miller of Miller Ag Craft, LTD. His wife, Betsy, is the NEAAA president, the WNAAA secretary, co chairwoman (read buyer for all the WNAAA goodies) for the WNAAA Ways and Means committee, and just last year in Reno at the NAAA convention awarded the Most Active Woman Award. After retiring from being an emergency room nurse for 18 years, Betsy now works with Jim full-time at Miller Ag Craft. On several occasions Jim has told me stories of some of his adventures while flying helicopters in the northeastern U.S. Finally, during a short visit to AgAir Update’s office, Jim allowed me to take a few notes. Even then, he limited some of the tales to, “off-the-record”. Can you imagine? If you have the opportunity to meet Jim, maybe you will be able to extract more information. Jim formed Miller Ag Craft in 1990 after flying 20 years for various heli and fixed-wing ag operations in every state in the union except Hawaii. This mélange of experience often would open the door for interesting events. He started flying in 1969, working as an apprentice, until 1971. For the next ten years, Jim operated his own flying service in Mansfield, Ohio working row crops flying an Ag Cat, Bell 47, S55, and Pawnee. In 1982 he began traveling, working various types of helicopter contracts for Evergreen Helicopters. This involved all types of helicopters in every imaginable location, like in Alaska flying a Hughes 500 and a Bell 212 for seismic and offshore oil exploration. He would fly contracts for western fires in Idaho and Montana with a Bell 204, 205, 212 and the Lama. He even worked for five winters flying Bob Vance’s Turbo Thrush in the San Joaquin Valley. ➤

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agairupdate.com | B 9


Jim operates safely from top loader rig with a Hiller 12E in North Carolina.

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Jim’s experience included flying the sick and injured for medivac hospital contracts in Wyoming and Florida. He eventually moved into the northeastern U.S. flying power line spray contracts and pine release (herbicide applications on young pine trees) in Maine, Quebec and Newfoundland. With a logbook that could choke a horse, Jim contracted with a northeastern helicopter operator in 1986. For the next four years, Jim continued the mixed-bag of aerial applications, as well as many utility, fire fighting, cargo and passenger flights with the helicopter. It was during this period some of Jim’s more interesting flights occurred. During the summer of 1986 Jim would fly in the busy, congested northeastern U.S.. One of the jobs he was contracted for was to supply helicopter-pilot passenger services for a lighthouse building contractor. The contractor owed a certain well-known U.S. senator a few favors, so often the helicopter and Jim would be moving the senator and contractor around for lunch and other work details. Jim has had some remarkable experiences, meeting even more interesting people. When Arnold Swartzenegger and Maria Shriver were wed, of course it was Jim who piloted the helicopter for the couple, picking them up at the

church and transporting them to the Kennedy compound. And, there were instances when Jim flew Ted Kennedy to Martha’s Vineyard from the mainland. Who else, but someone of Jim’s unique career experience, would be the pilot who has permission to spray up to the fence of the White House, better known on the charts as P-38! Who else would have in his possession a Washington, DC aerial applicators license? Working with ground tree spraying companies, Jim would pilot his Hughes 500 over congested areas of Washington, DC spraying gypsy moth. Loading out of National Airport, Arlington Cemetery’s oak trees were treated, saving them from defoliation. Anywhere in the downtown DC area where the gypsy moth threatened the oak trees, the tree companies would call-in Jim’s helicopter to stop the infestation, using Bt or Dimilin for the control agent. In the winter, Jim and Betsy would set up shop in different northeastern towns selling applications to individual homeowners for the spring assault by the gypsy moth. These agreements with the neighbors required a signed contract giving permission for Jim to make the application, as well as signatures on a release form from each ➤


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adjoining neighbor. The product used in the more congested/sensitive areas was Bt. It was more expensive and sometimes would require a second application in comparison to Dimilin that was used in open areas. Being awarded permission to work in congested northeastern cities and urban areas required contingency plans. For the fire department, contingency plans for fires and chemical spills; for the FAA, there had to be a contingency plan for engine failures, as well as public notification by newspaper and television. Working, possibly the smallest application sites of any applicator in the world (neighborhood lawns), Jim had to be sure every angle was figured, all the documentation in order, and always be thinking of the consequences of the application.

Almost thirty years of flying ag, that includes forestry and row crop, can make most any ag pilot’s life colorful. But, when you mix in a senator, a couple of celebrities and looking in the windows of Bill Clinton’s bedroom from 50 feet off the ground in a helicopter, you have a rather unique career as an ag pilot. In the mid-1990s a natural, viral infection attacked the gypsy moth and has led to the demise of aerial applications in the northeastern U.S. Because of this, Jim hasn’t sprayed the White House’s neighbors for gypsy moth since 1996, but stands ready should Mother Nature change her course. Miller Ag Craft has expanded its operations to include the southeastern U.S, particularly Georgia, South Carolina and Alabama. Applications start

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February through May on one-year old pine plantations with 10 gallons per acre of Oust and Velpar for grass and weed control, respectfully. In May, the routine changes to 10-15 gallons per acre with Arsenal, Accord, and surfactants for site prep applications for planting pine trees. July brings to bear power line applications. These flights are made at 15 mph, applying Krenite, Arsenal and Accord for a broad spectrum control of brush, weeds and grass. The application rate is 25 gallons per acre and applications are limited by five mph or less prevailing winds. Jim uses a micro foil-type boom called the TVB (Through Valve Boom). The TVB permits Jim to have exact control of the swath. Jim has also used Maynard Lund’s ML Tips that have worked nicely for this type of precision applications. Jim uses the ML Tips for forestry applications, as well. The power line and site prep applications continue through August. Pine release work begins in September until frost, applying Arsenal on young pine tree plantations to eliminate competition from woody plant species. Today, Jim operates a Hiller Soloy conversion helicopter, powered by an Allison C-20B, rated at 420 shp. The helicopter is guided by a Trimble GPS unit, receiving its differential signal from Racal. The Hiller has a 100-gallon load capacity operating off the top of Miller Ag Craft’s Freightliner rig. The Freightliner is equipped with a 4500-gallon water tank, 1200-gallon stainless steel mix tank and 500-gallon stainless steel fuel tank. Ground operations are managed by Jim’s son Aaron, who is working on his fixed-wing and helicopter ratings so that he may continue in the business. Almost thirty years of flying ag, that includes forestry and row crop, can make most any ag pilot’s life colorful. But, when you mix in a senator, a couple of celebrities and looking in the windows of Bill Clinton’s bedroom from 50 feet off the ground in a helicopter, you have a rather unique career as an ag pilot. Jim Miller can look back at those years with many memories and experiences. I only wonder if he should have been called during the Monica and Bill testimony. Fifty feet up is pretty good for visuals!


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

The Equipment and People — Chapter Two continued…


ilots, often accompanied by their wives, had relatively plush living arrangements in the towns, usually a spacious apartment. Labor was cheap and full-time cooks and maids

were abundant and economical.

It had a 220 Continental on the nose, and was painted yellow with a nice white stripe down the side and a big number three painted on the lower cowl just behind the engine.

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Very little outside entertainment was available, and sightseeing was about the only diversion for leisure time. However, the forests and waters teeming with wildlife and fish provided plenty to do for the sportsman types. Corviss recalls accompanying hunters who were capturing live monkeys for shipment to medical research laboratories in the United States. “We didn’t catch any monkeys,” he says, “and I spent most of my time staying away from the snakes and alligators which were too plentiful for my taste!”

Primitive Dusting Methods Chuck Thresto remembers that primitive dusting methods were in use, along with aerial application. “I was appalled,” recalls Chuck. “One day I was looking at acreage way back in the boondocks from a pickup truck and came upon natives putting out parathion dust from the damnedest rig I’ve ever seen! It was made from a 50 gallon oil drum, with holes bored all the way around the drum. “They carried it lengthwise on two wooden runners, and mounted on the back section of the runners was a little Briggs and Stratton motor with a shaft running into the center of the drum. A fan was fastened to the end of this shaft and, when the motor was cranked, the fan set up enough commotion inside the drum to blow the dust out of the holes and hopefully into the cotton! “Two strong men carried it down the rows. As soon as the motor was started, a cloud of

parathion dust enveloped everything in sight, including the operators! Funny thing, I never did hear of anybody being sick from its use, but I can’t see why!” Sayasa Vanflober pilots applied conventional cotton dusts such as 3-5-40 mixtures, straight DDT, and some parathion dust. An extremely wide range of damaging insects was present and dusting schedules were closely spaced, usually not more than three or four days apart. Defoliation had also been introduced and one of the busiest periods for these operations was when Aero Cyanamid Special Grade, or “Black Annie,” was applied in huge quantities. Plantations were large, usually owned by the wealthy “ruling” class or by big, out-of-the-country corporations. Lee Corviss recalls that on several occasions, he dusted the plantation owned by President Samoza of the Nicaraguan Republic. Pilots went to great lengths to obtain these jobs. Corviss recalls that pilot Roland Lilly was so anxious to work in Central America that he left in the fall of 1955, hoping to be hired in Managua. It was a difficult task. “Lilly was wearing a full, black beard,” Corviss remembers, “and back in 1955 beards were a nono! Lilly would go out every day with his helmet in his hand and sit there on a bench, hoping that the manager would put him on. They finally told him that they would hire him, but he’d have to shave off his beard. Lilly was hard­headed and just wouldn’t do it. ➤


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Leland Snow and the Snow S-1 in Texas, 1953. Snow was 23 years old at the time and had numerous aviation achievements to his credit which far exceeded his youth.

B 16 | agairupdate.com

“One night a bunch of us decided that he was bound to starve unless he got a job pretty soon, so we took him into town and saw to it that he got roaring, falling-down drunk! This happed very quickly, since we were buying the booze. We took him back to his room, laid him out on his bed, and neatly shaved just one side of his face! Naturally, when he woke up the next morning and saw himself in the mirror, he had to shave the other side. He then blundered out to the airstrip and sat down on his bench as usual. In less than an hour the manager came by, interviewed him again, put him in a Stearman, and sent him out to work! “Funny things happened,” recounts Corviss, “and at one time or another most of us had some squeakers. I went up to Leone one day to pick up a Supercub that had been worked on. I had a job to do with the plane on an out-of-the-way strip near Managua, so when I took off I headed for the strip way back in the jungle. “I noticed then that the plane was flying sort of tail heavy, but I just trimmed the nose down and when I landed told the loading boys to put in the usual 700 pounds. Well sir, that old PA-18 finally staggered off the strip, but was now so tail heavy that I couldn’t get the nose down with the tabs. When I finally got the load out and came back in, I made them cut my load back to 400 pounds, but the thing still wouldn’t fly right. “Finally, on a hunch, I opened up the baggage compartment and found the trouble! Headquarters had sent all of the little portable fire extinguishers over to Leone for recharging. When they were ready, somebody packed 27 of them in the baggage compartment of my Supercub! At three or

four pounds apiece, this added a lot of weight to a right critical area and it was no wonder my Cub flew tail heavy!” “One morning,” remembers Chuck Thresto, “we went out to the airport and there sitting on the line was the damndest airplane you’d ever hope to see. It was a low-winged monoplane, a little bit like the old Ag-I we’d seen in the late 1940s. It had a 220 Continental on the nose, and was painted yellow with a nice white stripe down the side and a big number three painted on the lower cowl just behind the engine.

Leland Snow “A young fellow with a cloth helmet was standing by the plane and I’ll swear he didn’t look 18 years old. We walked over to look at the plane and I stuck out my hand and introduced myself. ‘Howdy fellows,’ he grinned,’my name is Leland Snow and I’m from Texas. This is a little airplane that I built called the S-1 and I’ve brought it down here to work it a little and maybe drum up some business for the future.”’ For at least three seasons, beginning in 1954, Snow worked his own airplane in this region. His saga is one of the real Cinderella stories in a fascinating industry of innovators. Quiet-spoken Leland Snow did perhaps as much for modem agricultural aviation as any man who ever lived. When most 23 year-old men are dabbling with with the important things like girls, beer, and fast automobiles, Snow was building his own ag airplane, almost unassisted and mostly by hand! First and foremost, Snow was and is a duster pilot. Reared near Harlingen, Texas, Snow ➤



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learned to fly at 15 by hanging around the airport and doing odd jobs. After acquiring a license, he learned the dusting trade from pioneer operator Heard Cardin. He also learned about airplanes by working on his own duster and by studying aircraft design with the use of parts salvaged from the airplane graveyards that are an integral part of most duster operations. Snow was ambitious. He went to school, doing his flying on the side, and obtained a degree in aeronautical engineering from Texas A & M. He then attended graduate school at the University of Texas, where he learned the basics of aircraft construction. Snow’s friends of that era comment that his room at the dormitory was always stuffed with aircraft parts! While attending school and dusting for Cardin, Snow decided that he could design and build an ag plane which was safer and more efficient. Without any fanfare, he set about doing just that. He used the hangars of several operators in his first effort. These operators included Clyde Elliott, Heard Cardin, and Bobby Ragsdale. To some degree Snow followed the general configuration of the prototype Ag-1 that came out of Texas A & M in 1949. But his plane was entirely original. It was a simple, low-winged monoplane, powered in the beginning with an in-line 190 horsepower Lycoming 0435. Most of the actual construction took place in the summer of 1953 in the hangar at Ragsdale Flying School in Austin. Jack Haag, a fine mechanic, assisted Snow. Other more or less “volunteer” mechanics pitched in and helped. The plane, now designated as the S-1, was completed in August 1953. Late that month the first test flights were made at Austin with Snow doing the flying. At this time he was barely 23 years old. The flight was a howling success. Snow began immediately using the plane as his personal duster and the three seasons he worked the plane in Nicaragua gave many American pilots their first look at the machine. By 1955, Snow had removed the in-line Lycoming and installed the faithful old 220 horsepower W670 Continental which increased performance. During the summer dusting months in the United States, Snow began building his second airplane. The S-2 was a refined version of the S-1 and was for the most part all metal. This model evolved when pilots began asking Snow to build them a plane. He complied, believing that the recipe for progress is to promise something and then force yourself to do it! The S-2 was completed in Clyde Elliott’s hangar and was eventually purchased by Elliott himself. Snow was by now collecting deposits from operators who wanted airplanes. This was the only feasible way for him to continue construction at this time. Federal Aviation Administration certification was time-consuming and more than a year was spent in obtaining final certification on the S-2. By now Snow had two more S-2s almost finished and orders B 18 | agairupdate.com

for 39 more. But he was financially strapped. Harlingen banks had balked at his loan applications, because he adamantly refused to incorporate, a stipulation that the banks demanded. Snow explained that he couldn’t incorporate and take a chance on losing control of his aircraft production.

Snow was ambitious. He went to school, doing his flying on the side, and obtained a degree in aeronautical engineering. Seeking outside help, he conversed with city fathers and local businessmen in Olney, Texas, a town which needed a boost due to the shrinking ranching and oil businesses. The Olney representatives trusted Snow and an industrial foundation campaign raised $50,000 for a factory to be leased to Snow and to establish a $70,000 line of credit for him at local banks. Olney citizens signed personal notes of up to $2,000 each guaranteeing payment of the loans if Snow’s enterprise failed! In January 1958, Olney citizens sent five cattle trucks to Harlingen and transported Snow’s equipment to the Olney airport. He worked here during the winter of 1958 with only one assistant, but by February the S-2B was ready to fly. On July 31, 1958, FAA certification was obtained for this plane and in August the first S-2 built in Olney was delivered to Norman Kramer of Alamoso, Colorado. This airplane is said to be still flying and was working in South America as late as 1979. Another S-2 was delivered to Roy McArdle during this same month and the Olney operation was on its way. In 1959 30 airplanes were built. In 1960 40 were delivered. Between 1960 and 1965 more than 300 aircraft were constructed. Each year the aircraft showed improvements and refinements. Finally, in 1965, Snow Aeronautical was sold to Rockwell-Standard Corporation. Snow stayed on as general manager of the Olney facility and vice president of the Aero Commander Division of Rockwell. For five years Snow remained with Rockwell in this capacity. During this period the Snow aircraft became known as the Thrush. Rockwell then informed Snow that he would be required to move to Albany, Georgia, with the company if he wished to remain in his present positions. For Snow, this was an easy decision. His answer was no! With the approval of his wife Nancy and their two daughters, the family remained in Texas. The ensuing year and a half was perhaps the most difficult time of Snow’s life. He spent most of his hours in a small windowless office, designing his next airplane.


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The Catastrophic Events that are Coming on this Earth

The six seals of Revelation in chapter six reveals some of the most frightening events that will ever come upon this earth.

B 20 | agairupdate.com

Jesus said, “For nation will rise against nation, and kingdom against kingdom. And there will be famines, pestilences, and earthquakes in various places. All these are the beginning of birth pangs… For then there will be great tribulation, such as has not been since the beginning of the world until this time, no, nor ever shall be. And unless those days were shortened, no flesh would be saved; but for the elect’s sake those days will be shortened” (Matthew 24:7-8, 21-22). Every war and disease pandemic throughout the history of the world has been a harbinger (forerunner) of what’s going to happen on this earth during the tribulation era. The effects of the Covid-19 virus pandemic are small when compared to the wars, famines, pestilences and earthquakes of the future of this earth. In 1350 A.D. the bubonic Plague (the Black Death) spread throughout Europe and killed one-third of the world population. When the Spanish came into the Caribbean, diseases such as smallpox, measles, and the bubonic plague were passed along to the native populations by the Europeans and killed as many as 90 percent of the indigenous people in the north and south continents. In 1520 the smallpox infection destroyed the Aztec Empire. These are just a few of the many past disease pandemics. In the 1918-20 the Avian-borne flu, called the Spanish Flu, spread throughout Europe, the United States, parts of Asia and spreading around the world with nothing to treat it with. By the time it abated in 1920, the Spanish Flu had killed 675,000 Americans and left thousands of children orphaned. This flu pandemic infected one-third of the earth’s populations and killed an estimated 50 million people.

The 1957-58 Asian Flu started in China and killed over 1.1 million people, with 116,000 deaths in the United States. The Hong Kong Flu that originated in China started in July of 1968 and lasted until 1970. This virus was known as influenza A subtype H3N2 and probably evolved from the 1957 H2N2 or Asian Flu. Those who had been exposed to the 1957 Asian flu were immune to the 1968 Virus. Deaths worldwide were estimated at one million and deaths in the United States were approximately 116,000. The Swine Flu pandemic of 2009-2010 originated in Mexico and spread into the rest of the world within one year. The 2009-2010 Swine Flu pandemic was caused by a new strain of H1N1 that infected as many as 1.4 billion people around the globe and killed between 151,700 and 575,400 people, according to the CDC. This Swine flu primarily affected children and young adults; 80 percent of the deaths were younger than 65. The West African Ebola epidemic of 2014-2016 ravaged West Africa between 2014-2016, with over 28,000 reported cases and over 11,000 death. Sometime in the future this world will have some kind of catastrophic event that will bring a man “antichrist” on the scene that’s totally (Possessed) controlled by Satan (Revelation 13:1-4). Antichrist will be attractive, charismatic, extremely intelligent, and a dynamic speaker with satanic and earthly wisdom that will deceive the earthly minded people. Worldly minded people will willingly worship the antichrist! (Revelation 13:8). Antichrist will conquer with peaceful methods (Revelation 6:1-2). This peaceful utopia is a deceptive and false peace that’s accomplished with Satan’s power, signs, and lying wonders. God will send a deluding influence to worldly minded


people so they will believe in this false peace because they have pleasure in unrighteousness (2 Thessalonians 2:9-12). “When He (Jesus) opened the third seal, I heard the third living creature say, ‘Come and see.’ So I looked, and behold, a black horse, and he who sat on it had a pair of scales in his hand. And I heard a voice in the midst of the four living creatures saying, ‘A quart of wheat for a denarius, and three quarts of barley for a denarius; and do not harm the oil and the wine’” (Revelation 6:5-6). God is reminding us that this is His judgment on sinful mankind. When this prophecy was written a denarius was a day’s wages; one quart of wheat would sustain one person for a day. Three quarts of barley [animal food] would feed two to three people with low quality food. During the tribulation daily wages will provide enough food for very few people. Food will be scarce and extremely expensive in the end times. The scales indicate that food will be rationed out to starving people. The pale horse of Revelation 6:7-8 is a word picture of a dead person and a decomposing corpse. The one sitting on this horse is named death, and hades (grave) is following along—two partners that work together, killing 25 percent (over 1.8 billion) people on this earth if it happened today. This death is the result of the worldwide war, famine, earthquakes, destruction from the sky, and the beasts of this earth (Revelation 6:12-17). Don’t think of these beasts as lions and tigers, but as diseases of all kinds. The six seals of Revelation in chapter six reveals some of the most frightening events that will ever come upon this earth. They cover events of the future of this ungodly and rebellious world; worldwide wars, hunger, plagues, death, earthquakes, heavenly disturbances. During the seven years of the great tribulation over one-half of the world’s population will die (Revelation 6:1-17, 8:1-9:20, 16:1-21). Many of those Christians who are avid Bible students, and observe what’s happening on planet earth today believe that God, in His mercy and grace, is allowing us to see the foreshadows of the apocalyptic storm that’s coming on this earth. The birth pangs are like the leading edge of the storm with the rain and wind approaching; and the birth pangs are beginning to be felt! And they’ll become much more intensive when the Tribulation begins. These birth pangs (sorrows) of wars, famines, pestilences, earthquakes and heavenly disturbances are getting closer and closer in frequency and intensity every day. Is there any hope for humans? Yes! God wants everyone to trust in Jesus Christ as their Lord and Savior. He doesn’t want anyone to perish (2 Peter 3:9). God gives every person a free will to choose where he or she will spend eternity. It’s your choice!

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Not Another Insurance Application or Pilot History Form! by Phil Metz, Account Executive AssuredPartners Aerospace

There probably aren’t too many things about insurance that elicit more groans than applications and pilot experience forms. We all do ‘em; we all hate ‘em.

Applications and pilot forms are often one of the primary ways that underwriters view you, or your company.

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When your agent requests an application or pilot experience form, it’s almost always because the underwriter has required it, or will require it after the coverage is bound. I can promise no agent enjoys collecting these forms, but it’s a necessary part of our job. Here are some thoughts regarding these forms that might shine a new light on this task: Changing insurance companies usually means a new application. The new company almost always wants a fresh application. If you are renewing with the same company, a new application is normally required every three years. Why, because the application asks pertinent questions such as if there is a lienholder on your aircraft. (Be sure to always keep your insurance agent up to date on changes to aircraft value, equipment installed or modifications and lienholders.) Keep a file of your submitted applications. When completing a new one it is often helpful to have a prior application for reference. If you carry workers compensation coverage keeping that application for reference regarding payrolls, classification codes and claims, along with any workers comp audit results, can be very beneficial. Perhaps more dreaded than applications are pilot experience forms. Most everyone detests completing one and they prove difficult for us agents to collect. Unlike applications, which the operator submits only periodically, at every aircraft policy renewal the underwriter wants an

update on each pilot operating the aircraft. If you have regular pilots flying for you, pick a date, say January, when most aren’t flying and have all your pilots complete a new pilot experience form. You did save the one they submitted last year, didn’t you? Provide the pilot a copy of that along with the new form so they can simply add their last 12 months’ hours in the previous totals.

Perhaps more dreaded than applications are pilot experience forms. Most everyone detests completing one and they prove difficult for us agents to collect. This is for the operator’s protection, too. You now have a signed pilot experience form attesting to your pilot’s hours, medical date, last flight review, accidents and violations, etc. If the pilot had an accident while flying for another operator, or even in a personal aircraft, during the past 12 months you need to know about that. A pilot withholding vital information from you and your underwriters could jeopardize your coverage following a loss. Do you use MS Outlook or ➤


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some other program that allows for calendar reminders? Perhaps enter a reminder for all your pilots’ med and flight review dates with a 60 days reminder you can convey to them. This may prevent a pilot from violating policy provisions and a potential claim denial. Again, keep a copy of all pilot forms that you and/or your company submits. Note: those pilot forms may include protected information such as social security number and/or personal medical information, so keep them stored in a secure area. Applications and pilot forms are often one of the primary ways that underwriters view you, or your company. Sloppy, incomplete, incorrect, illegible forms may portray you, or your company, in a poor light to underwriters. If they can’t read it, they will have no choice but to request clarification, or maybe they just decline to offer coverage and move on to the next applicant in their busy day. We often see pilot forms that show more hours in a specific aircraft or class of aircraft than total hours. Another similar mistake is submitting

less hours than on a prior form. Inconsistencies from year to year will raise questions – which form is incorrect – last year’s or this year’s? Although flight hours are a relatively poor way of evaluating a pilot, unfortunately it’s all the underwriters have. This is another reason why it is so important to keep those forms from year-to-year. Make sure what is attested to this year makes sense with what was submitted previously. And do be sure that whatever you submit on a pilot form can be backed up in your logbook. Following a claim, the adjuster will most certainly ask for a copy of last few pages of the pilot’s logbook. There are numerous electronic flight logs that are either free, or have minimal cost, that can greatly simplify completing pilot experience forms. You can also build your own log using an Excel Spreadsheet. In today’s insurance market, every applicant needs as much going in their favor as possible. Fully completed, accurate and legible applications and pilot form(s) will help to portray your operation in a positive light to underwriters.


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Minnesota’s Tower Marking Bill Passes Legislature by Terry Stieren MAAA

Amidst all the bad news we are hearing today, a small miracle occurred during the recent Minnesota legislative session which is about to come to an end. Against all odds, the Minnesota Agricultural Aviation Association’s (MAAA’s) Tower Marking bill made it to the finish line and is now headed to the Governor’s office for final signing. The bill requires Met towers to be marked as follows: 1. Painted with equal-width bands of solid color over its entire width, alternating between aviation orange and white. 2. Have at least 2 spherical markers attached to each of the highest or outside guy wires 3. Have a high visibility sleeve on each guy wire that extends at least 7 foot 4. Have a flashing red light at the top of the tower that is compatible with night vision image system. At least 30 days prior to erecting a met tower, the owner must notify the commissioner of Aeronautics and provide: 1. the owners name 2. name and contact information on any tower representatives 3. the height, above ground level, of the tower 4. the elevation of the tower site 5. GPS coordinates of the center of the tower 6. within 15 days of a change of information provided, the tower owner must notify the commissioner of the change 7. Within 30 days of removal, the tower owner must notify the commissioner

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The Commissioner must maintain records of towers under this section and must provide information on towers in the department’s web site. (This will allow for GPS/Data Logging systems to incorporate Met tower locations on their maps.) Existing towers have one-year to come into compliance with these regulations. Special thanks to everyone who assisted the MAAA with this important legislation. The MN DOT Aeronautics Division who supported our efforts from the beginning and adopted this language as part of their overall 2020 legislative package; SKY TRACTOR AND INSERO SOLUTIONS, who generously donated to our 2019 Convention Auction allowing us to raise the necessary funds for professional lobbying assistance to get this legislation passed; and the NAAA who consulted with us on several occasions as we attempted to move this legislation forward. This has genuinely been a 10-year effort by the MAAA to bring attention to the critical issue of unmarked Met Towers. There are many MAAA members who have assisted us over the years. I hesitate to mention names as I might forget some, but I have to recognize Gary Jerger, John Thisius, Tim and Luke Steier, Bryan Hauschild, Terry Hamilton and Steve Holmseth. These members were there with us at the beginning as we worked with the Medivac representatives, FAA, Wind Farm Developers and MNDOT to try to bring resolution to this issue.


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NTSB REPORTS Accident Synopses

NTSB Identification: CEN20CA079 Date: February 8, 2020 Location: Fort Morgan, CO Aircraft: Air Tractor AT-504 Injury: 2 none Both pilot’s onboard the airplane reported that the purpose of the flight was to familiarize the pilot in the left seat with the airplane, of which he was appropriately rated yet had never flown. According to the pilot on the controls in the left seat, the tailwheel-equipped airplane bounced during landing on the asphalt runway. During the landing roll, the airplane veered to the left and he overcorrected to the right, followed by an overcorrection to the left. He applied heavy braking and the airplane turned 120° to the right and exited the right side of the runway. The left main landing gear tire deflated, and the wheel dug into the dirt surface. The airplane bounced, and the tailwheel-assembly failed and dug into the soft surface. The airplane sustained damage to the aft fuselage and the empennage.

NTSB Identification: WPR20CA092 Date: February, 18, 2020 Location: Colexico, CA Aircraft: Bell OH 58A Injuries: None The commercial pilot reported that during an aerial application flight, he sprayed a row on the field and climbed to avoid wires on the south side of the field. He then made a right turn and began his descent back to the field. After he cleared the wires, he entered the field on the spray line and began raising the collective. He noticed that the torque gauge was responding, however, the rate of descent B 28 | agairupdate.com

was not being halted and the helicopter subsequently impacted the ground and came to rest on its right side. The helicopter sustained substantial damage to the fuselage. The pilot reported that there were no preaccident mechanical failures or malfunctions with the helicopter that would have precluded normal operation.

NTSB Identification: CEN20CA103 Date: February 22, 2020 Location: Bunkie, LA Aircraft: Air Tractor AT 602 Injuries: None The pilot was performing a straight in approach and landing. The airplane touched down on the runway centerline and under control. After the tailwheel settled onto the runway, the pilot applied the brakes and retarded the engine power into the beta range. Shortly afterward, the airplane began to swerve to the left. The pilot’s efforts to maintain directional control were unsuccessful and the airplane departed the left side of the runway. The momentum of the airplane resulted in a “classic ground loop” as it encountered the soft ground adjacent to the runway and then contacted a crop of sugar cane. The airplane sustained damage to the fuselage, right wing and vertical stabilizer. The pilot noted that the “mishap was most likely preventable” because he did not ensure that the tailwheel lock was engaged before landing.

NTSB Identification: CEN20CA109 Date: February 25, 2020 Location: Dumas, AR Aircraft: Air Tractor AT 602 Injury: None

An Air Tractor AT-602 was substantially damaged when it was involved in an accident near Dumas, Arkansas. The pilot was not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 137 aerial application flight.The pilot reported that after the completion of a low-level aerial application operation over a field, he was executing a trim pass on the north side of the field with about 495 gallons of chemical in the hopper. While flying from west to east, between “160 to 180” mph, the five-blade metal propeller impacted a galvanized metal bracket attached to the top of a 35 ft tall wooden power line pole. The bracket was approximately one ft wide and two ft long. One of the propeller blades separated about midspan from the impact. After the impact, there were “extreme” vibrations throughout the engine and airframe and oil from the engine coated the front three windshield panels. The pilot attempted to clear the oil with the windshield wiper system with no avail. The pilot maneuvered the airplane to perform an emergency landing to an east to west oriented dirt road, about a half mile north of where the wooden power line was located. The hopper load was not dumped before the landing. Due to the reduced visibility, the pilot landed while looking out the left window. Both wings impacted the ground during the landing sequence and the airplane came to rest over a ditch. The airplane sustained substantial damage to both wings and the rudder. The pilot reported there were no preaccident mechanical failures or malfunctions with the airframe and engine that would have precluded normal operation. While the wooded power line ➤


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pole was previously identified by the pilot, the pilot reported that he did not know about, nor did he see the metal bracket attached to the top of the wooden power line pole. The pilot further reported that he did not feel the glare of the sun, which was positioned 39° above the horizon and at an azimuth of 143°, was a factor in the accident

The responding Federal Aviation Administration inspector noted the airplane had impacted the top of a tree before impacting terrain. Several airplane pieces, including the engine, were found in the wreckage path to the main wreckage. A post-crash fire consumed a majority of the of the fuselage. There were no witnesses to the accident.

NTSB Identification: CEN20LA143

NTSB Identification: CEN20CA153

Date: 04/07/2020 Location: Pecan Gap, TX Aircraft: Air Tractor AT 502 Injuries: Fatal An Air Tractor AT-502 agricultural airplane was substantially damaged when it was involved in an accident near Pecan Gap, Texas. The pilot received fatal injuries. The airplane was operated as a Title 14 Code of Federal Regulations 137 agricultural flight.

Date: 04/21/2020 Location: Mamou, LA Aircraft: Air Tractor AT 602 Injuries: None The pilot reported that the turf airstrip had a “sunken area” which created a “ramp.” During takeoff, when the airplane encountered this portion of the airstrip, it became “airborne prematurely.” The airplane subsequently settled into ground


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How Do You Hear? Good hearing, next to good vision, is a critical capability for the aviator to operate in today’s complex airspace. Even a mild hearing loss (HL) can impair communications degrading both the safety and efficiency of the National Airspace System (NAS). Not all pilots are born with good hearing and of those who are, not all retain it. This then becomes a regulatory as well as a clinical concern. This article will focus on the evaluation and certification of pilots engaged in aviation activities that require medical certification. The Aviation Medical Examiner (AME) is usually the first person that a pilot encounters on the path to medical certification. The FAA requires a hearing evaluation at each medical examination, regardless of the class of medical sought. Although a formal audiometric examination is always acceptable, most AMEs opt to utilize a conversational voice test at six feet with the applicant’s back turned. Hearing is tested using both ears and the applicant can use hearing aids for the test. However, if hearing aids are necessary, then the use of these in flight activities will be required and so annotated on the medical certificate with “must use hearing amplification.” Both external hearing aids and cochlear implants are permissible. Some conditions have HL as a symptom. Pressure equalization (PE) tubes are frequently used to treat fluid behind the eardrum(s), serous otitis media. As long as there are no complications, medical certification is straightforward. Individuals who do not meet standards even with hearing aids can still request a SODA (statement of demonstrated ability) if the HL is stable. A SODA can be issued for static defects, but may require additional evaluations by an otolaryngologist, a medical flight test (MFT), or a review of operational experience. A MFT is used to ensure that even if unable to perceive auditory cues, the applicant can recognize a power loss or engine failure by a change in vibration and/or instrument indications, recognize an impending stall, or be alert to warning lights (unsafe gear, caution lights, low rotor RPM, etc.). Other conditions associated with progressive HL such as an acoustic neuroma, vertigo, encephalitis, Meniere’s disease, and meningitis may require additional evaluation and specific clearance from the FAA. On occasion, an aviator will be unable to pass the hearing test with or without a hearing aid, but will report that he/she is

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able to hear adequately in the cockpit with the use of a headset. If the applicant successfully passes a MFT using a headset, then a medical certificate is possible, but with this limitation.

Good hearing, next to good vision, is a critical capability for the aviator to operate in today’s complex airspace. Some pilots are unable to pass any of the above tests due to profound or even complete deafness. Medical certification is still possible and pilot certification up to the commercial level is also feasible, but both have restrictions. The limitation, “Not valid for flying where radio use is required,” will be included on both the pilot and medical certificates. Commercial operations that do not require the use of radio communications, such as banner towing, agriculture (spray) operations, or glider towing, are possible. It is currently not feasible to certify a pilot for airline transport privileges if they are completely deaf. However, cochlear implants have brought hearing to thousands who did not benefit from traditional hearing aids and we have certified airline pilots who have cochlear implants. Other technologies which may be approved include bone anchored hearing aids (BAHA) and implantable hearing aids. Stem cell research is currently not FDA approved or mature enough for favorable aeromedical consideration. On the non-medical side, in-cockpit weather information and digital communications, such as the aircraft communications, addressing, and reporting system (ACARS) provide information visually, reducing the need for oral communications. While currently used to speed and enhance air to ground communications, this technology also holds promise for future expansion of pilot certification for those who are profoundly hearing impaired.


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1976 Grumman Ag Cat G164A, TTAF 8689, Engine & Prop TT 0. $115,000 Call Boyd at 406-388-4497 or 406-580-9909

1977 Super A Ag Cat 600, Serial #1714, N6741Q, 7454 TTAF, 1738 SMOH Tulsa engine, 10,310 TT since mfr., all case numbers match, some newer cylinders, mags, carb., cam, still strong running & clean, refurbished by Hershey at 5715 TT, 330 gal. hopper, new skins, tall tail, all servos, wing tips. $65K 660-739-4509

1972 G-164A AG-CAT EX-WING! Annual Insp. completed Oct/19. TTAF: 8216.5. PW R-985A-14B on-condition and running strong. Eng. TSMOH:1024. Hamilton Standard 2D30-301 TSMOH: 522.2. Hershey locking tailwheel. C/W single point refueling, Mode C Xponder, VHF comm, GPS, Pump and one set of booms. $73,000 Call Bruce at 306-628-7606

1978 B Model 600. 7400 TT. 4 hrs SMOH 4hrs SPOH. Aircraft completely refurbished by Hershey Flying Service in 2004 @7302 TT. SATLOC M3. New 330 gal Hershey Hopper. Aircraft is like new. $150,000. Will consider trade for low time B55 Baron or V35 Bonanza. Phone 701430-0215. Arvid

Export Special! G164A S/N 1188, “Factory-Jigs” OHC fuselage, new 335 Hopper, 1” Gear, Ext’d/Metal Wings, 80-fuel, 24V w/Strobes, E-Servo, TWLock, TE Hybrid Combo, ready for 1000-hr service-run, YOUR R985/ R1340 E&P, Cofa’d Ex, packed in YOUR container, fobWR, $75K. frank.kelley@ ag-cat.com, 870-886-2418/2489F, 759-1692 cell (2) 2020 Super A+600 Queen Cats! 350gal Hi-Vol TL Combos, TSTs, B-Cockpits, Zero AF&E&P’s, Buy smart, fly safe, do better work! Bank on 4-wings! 870-2418/2489F frank. kelley@ag-cat.com

Aircraft - Air Tractor AT-300 1975 Grumman Ag Cat G164A, AFTT 5678, Engine & Prop TT 302. $100,000 Call Boyd at 406-388-4497 or 406-580-9909 (3) Super-6 Garrett Fat-Cats!! Hi Wings, Long Fuel, Metalized, 500+Gal 41” TL Deluxe Combos w/ C-Model Gear, T.S.T., FlyTips, Fully Servo’d, Excellent Shape, Fresh Annuals. Retiring owner will accept reasonable offers, consider Ag Cat Trade-Ins. AgCat Sales & Service since ‘71. 870886-2418/2489F, 759-1692Cell or frank.kelley@ag-cat.com May Completion: 2020 TURBO B+ QueenCat, 400 Gal, 120 fuel, HiWings, T.S.T., Heavy G/S/W, DAF TL Combo, NEW AgJet FWF w/NEW Prop. Your TPE331 Engine, ALL frameworks factory fixture, perfect! Buy smart, fly safe, do better work! $395K Outright. AgCat Sales & Service since ‘71. 870886-2418/2489F, 759-1692Cell frank. kelley@ag-cat.com

1972 2-Hole Ag Cat A-Model, Engine TT 302.8 hrs. R985-14B crank shaft, TTAF 5357.6, 298.9 since rebuilt. Aircraft is in a restricted category for banner towing, dual control. No reasonable offer refused. $70,000 337-652-8659 Leave message if no answer

Better than new 450 Ag Cat! Meticulous ground up rebuild, loaded w/upgrades. 300 hopper, 67 fuel, Ext. Wings, Fly Tips, “B” Canopy/ Cockpit, TL Gate. EVERYTHING NEW or OVERHAULED & ready for 50 more years of safe, reliable, profitable service. $185K firm, and she’s a bargain!. AgCat Sales & Service since 1971. 870-886-2418/2489F, 759-1692 Cell, frank.kelley@ag-cat.com

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

Order your B Model Ag Cat Pen and Ink Drawing From our DeSpain Collection today for $59.99. plus S&H. Call 478987-2250

AT-300, 4340 TT, 10 hrs SMOH engine. New paint, seat belts, nozzles, check valves, Lane fan and break, rudder cables and boom center section. Reconditioned 330 gallon fiberglass hopper. Great flying aircraft. $95,000 Call Jason Willey at 903-820-2287

AT-301 1976 AT-301 aircraft, 880 SMOH, 6300TT, Ag Nav Platinum GPS, AC, 29 inch wheels, Butterfly on spar, Weth fan. Business for sale in SW Kansas, been in business 30+. $80K 620-826-5519 or 620-826-9954. 1986 AT-301, 600 hr R-1340, Bantam GPS, CP’s, smoker. Come get it “as is”. For more information call 309-7594646 or email farmair@farmairinc.com

AT-400 AT-400, PT6A-15AG, Bantam GPS/ flow/G4 screen, CP’s, Zee Air/heat, fresh hot. For more information call 309-7594646 or email farmair@farmairinc.com

AT-401 AT-401B- GE/Walter Turbine Conversion, AFTT 3804.8, GE/Walter M601-E11 TSOH 1262.0 ( 3000 TBO) Very Clean and well maintained Canadian aircraft. Cascade Aircraft Conversions for more details 509-635-1212

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1995 AT-401B, TTAF 5024, GE-M601E-11 750hp turbine 1737hrs SMOH, Avia Prop 67hrs SMOH June of 2019, SATLOC Bantam GPS w/flow control, VHF, XPDR, Rinse hopper, Smoker, Vg’s, CP 11’s, new tires 2019. Excellent bird that performs & fly’s like a dream. Price reduced to $275,000 Call 204-731-0405

1992 AT-401, P&W R1340-AN1, 600 HP, TSMOH 141 hrs. by Younkin(2012), TTAF 6400, no corrosion or damage history, Hamilton Standard Hyd. 22D40, TSOH 45 hrs., 38” Gate, 400 gal hopper, new seal w/Transland spreader, 5 blade Weath Aero fan pump, SATLOC Lite II, 36 CP03 nozzles, A/C. $125K Call Scott at 402-746-4078 1995 AT-401B-GE/Walter Turbine Conversion, # C-GMBT, AFTT 3804.8, GE/Walter M601-E11 TSOH 1262.0 ( 3000 TBO), Prop TSOH 1262.0, SATLOC GPS. $250,000 Willing to make a deal if both 401’s sold as a pair. Call 204-730-7400 1995 AT-401B-GE/Walter Turbine Conversion, #C-FXHT, AFTT 4449.8, GE/Walter M601-E11 TSOH 1533.6 ( 3000 TBO), Prop TSOH 1533.6, SATLOC GPS. $250,000 Willing to make a deal if both 401’s sold as a pair. Call 204-730-7400 AT-401B-GE/Walter Turbine Conversion, AFTT 4449.8, GE/Walter M601-E11 TSOH 1533.6 ( 3000 TBO) Very Clean and well maintained Canadian aircraft. Call Cascade Aircraft Conversions for more details 1-509-635-1212


1989 AT-402, N1012B For sale or lease. AFTT 12,623.4, PT6A-15AG, 18,134.8 TTE 6.0TT SHI, L&R bottom load fuel, left & right loader valve, flow control, VGs, hear & air conditioner, aluminum boom, SATLOC GPS. Mid-Continent Aircraft, Hayti, MO, 800-325-0885 www.midcont.net

A 32 | agairupdate.com

1999 AT-402A with PT6A11AG, 6843 TTSN, M3 SATLOC, Bottom load fuel, 475 hrs SN landing gear, VG’s, 210gal fuel, rinse tank, heat & A/C, very clean, great flying airplane. The airplane will come with a fresh hot section and fresh annual. Price reduced to $285K Will consider a trade or partial trade on nice general aviation bush plane. Call or text Dusty Elkinton 417-321-0210 at Dusty’s Air Service Nevada, MO

1995 AT-402B -15AG, TTAF 7399.5, Engine TT 6928.0, Engine TSHSI 8.0, Prop TT 7399.5, Prop SMOH 2452.5, Shot Peened Prop, All SS Spray System, VG’s, AG Nav GPS (GUIA), AUTO CAL Flow Control, Single Point Fuel System, Newer style Factory A/C vents & Heat, 3 Piece Windshield, New style removable side doors, Extended Exhaust Stacks, Smoker, Flagger, SS Tailwheel, Shadin Fuel Flow, Night Lights, Storm Cutters, Factory Ram Air Inlet, Cool Start, 2 A/C Condensers, Radio Rack w/AM/FM/CD, UHF/VHF Business Band, 360 Channel COM, Garmin (347) Audio Panel. Price reduced to $350K 620-525-6712

1991 AT-402A -34AG, TTAF 7800, TTE 8950, 1500 on new wing panels and gear, total rebuild, tubes are the only thing not replaced. Last year engine received new input shaft, rear case, O/H. Accessories including governors, O/H exchange power section and another O/H FCU about 200hrs ago. New door hinges and latches, AmSafe, 602 A/C, spray pump, clutch, booms and boom hangers, black steel brakes, l7 light bar, Storm Shield, LED Nav lights and strobes, updated GCU charging system, and firewall fuel pressure gauge w/new SS firewall fuel filter this year. Hobbs is just over 7800. $425K Call Neal Aircraft at 806-8285892 Order your Turbine AT-402 Pen and Ink Drawing from our DeSpain Collection today for only $59.99 plus S&H. Call 478-987-2250

1999 AT-402B, 7922 TTAF, PT6A-15AG 8950 TTE, Covington Light OVH at 6500 engine hours. SATLOC Bantam with G4 screen, flow control, A/C, heat, Garmin G5 attitude indicator, CP 11 nozzles, smoker, very little fertilizer, Transland 10 vane. Overhauled FCU and fuel pump at 7322.0 TTAF, Wing spars were done at factory in June 2019. One owner, always hangared. Mid-Continent Aircraft, Hayti, MO, 800-325-0885 www.midcont.net 2013 AT-402B, REF. 2499-19, Maturity iam 02/02/2020, Maturity ca 02/06/2020, Hartzell propeller total hours 1161.60 available hours 1844.40, Pratt & Whitney engine total hours 1161.60 available hours 1844.40, Micronair au 500 bar, GPS Hemisphere Bantam w/7”, Laser altimeter, Strobe navigation lights, US$630,000 Contact: Pelópidas Bernardi phone/whats: +1-954-2780939


1991/2011 AT-502 M601E-11 GE/Walter Johnson STC Conversion, TTAF 7851.7, Engine TT 6167.1, 261 TSHSI , Engine TSOH 1977.1 (3000HR TBO), Prop SMOH 1977.1, SATLOC Bantam W/G4 Screen & L7 Light Bar, Agrinautics Pump W/ Lane Electric Brake, Reabe Hopper Gauge With Pressure, Reabe Clear View Canopy, Amsafe Airbag Seat Belts, Vortex Generators, Single Point Fuel System, Electric A/C With Factory Vents, Electric Cockpit Heat, 3 Piece Windshield, New Style Removable Side Doors, , Electronics International MVP-50T With Fuel Flow & Fuel Tank Indicators, Work Lights, Johnson Ram Air Inlet With Barrier Filter, Aero-LED,s Landing Lights with Pulse, Radios With AM/FM/CD, VHF, H80 Turbine Blades Upgrade, Price $419K Motivated Seller! Joe@Prairie-Air.Net 218-685-6594 2012 AT-502B, 3,500 Hours Since New, Engine and Airframe. No Damage, 450 Hours since Hot Section with new vane ring. SATLOC G4, Com Radio, Transponder, Artificial Horizon, New Paint. Well maintained, one owner airplane, available in April. $580,000 Call Sun Valley Aviation, 956-4214545

2012 AT-502B PT6-34, 3850 TTAE, Fast start, smoker, electric fan brake, Shadin fuel flow meter, hot section 500hrs ago, prop iran 1000hrs ago, PAR200 comm w/Bluetooth and ANR, Garmin G5, Nov. 19 annual. SATLOC G4 w/flow control, Hydraulic Air Repair Inc. variable rate gate, Load hog hopper door and auger, Single point fuel, 3 inch load valve, VG’s, LED nose lights and strobes and navs, CP-09’s, Quick latch boom brackets, Transland spreader, Extended exhaust stacks, Reabe hopper and pressure gauge. Very clean with no damage history. $575K Aviation Services 662-658-4466

2008 AT-502B, 4143 TT, Hatfield Single Point Fuel, West Texas Clean Airplane. $520,000 Call Neal Aircraft at 806-828-5892

1989 AT-502, PT6-15, SATLOC Bantam, VG’s, Fresh annual with sale. $199,000 Possible owner financing. Call Brian at 561-723-1911 2018 AT-502XP, -140AG, 1050 TTAE, Air Repair 5” Hydraulic System, Fresh Annual, New Paint by Air Tractor. Aircraft Appears New! No Damage History! $870,000 Lane Aviation 281342-5451 or FAX 281-232-5401

2009 AT-502B, N7979A, TTAE 2900, 75 SHOT, G4 SATLOC w/Flow Control, Single Point Fuel, SS Spray System, AFS Check Valves and CP Nozzles, Kawak Throttle Quadrant, Comm Radio. $610K Call Neal Aircraft at 806-828-5892 1992 AT-502B, 12,800 TTSN, PT6A-34AG, 20 since hot, Bantam 7” Screen, Com Radio, CP’s, Smoker, No Trades. Excess to our needs. Call 309303-5161


2019 AT-502XP, FTO, 234 Fuel, SS Camlocs Lane Brake & Fan, MVP50. $1,060,500 Call Lane Aviation 888995-LANE / 281-342-5451 or FAX: 281-232-5401 2012 AT-502, TTAE 4147 hrs., PT6-34 1569 hrs. since hot section by Covington, 4 Blade Loadmaster 1032 since IRAN, No damage history, Air Repair hydraulic gate, Wingman, VG’s, CP11’s, single point fuel, heat and A/C, Lane fan and electric brake, SATLOC G4. Hot section prior to sale. $550K. Call David at Gary Flying Service 662-822-4534

1998 AT-502A, N205RM, HOBBS 9395, 460 Hrs. since factory new frame, PT6A-45R, P/S TT 24878, G/G 26647, 26 Since HSI, 26 hrs. since prop O/H, 7993 Hrs. remaining on wings, 210 fuel tank, Lane Brake, Transland Wingman, Factory A/C, CP11 Nozzles, Smoker, Crophawk, SATLOC Bantam W/G4 Screen, Updated upper instrument panel, Swathmaster Spreader. $400K 979-234-2482

1999 AT-502A, N166MM, Airframe TT 4750, Engine PT6-45A TT 31,210, SMOH 3659, Since Hot Section 727, Prop SMOH 847, A/C, cockpit heat, single point fuel, G4 Satloc with flow control, Lane fan and brake, booms with CP nozzles, all stainless plumbing, 10 inch Vondran hydraulic gate and hopper extension, 2 dry spreaders. New Paint Job! $500,000 Call David at 806-777-1892

1992 AT-502, N1532B, TTAF 9792.3, PT6A-15AG TTE 11,407.01, 0.0 SHSI by Prime Turbines. Annual inspection due 3/1/2020, SATLOC Bantam w/Flow Control, Wingman, Like New Hopper, New panels, paint and cam locks, Wings due at 17,798.9 hours, New Main Gear less than 200 hours, 164 gal fuel, Stainless Booms w/ CP-09-3E. For price call Darryl at South Delta Aviation - 479-935-4891 / 870995-1323 nights and weekends

1995 AT-502B -34, 29,569 Engine TT, 445 hrs since hot, 445 hrs on prop, 10-11k hrs TTAF, approx. 7700 hrs left on wing spars, SATLOC Bantam w/G4 screen & L7 light bar. 0 since overhaul on starter generator, 40 CP11’s, LED landing & strobe lights, Agrinautics pump w/Lane electric brake, 10 Vain Transland spreader, includes Wingman. Airplane is currently working. Needs a little TLC but it’s a money making machine! Current Annual. Price reduced. $190K Call 662-345-8395

1989 AT-502, N10125, Aircraft: 502-0047, Approx. TT 13,630.7, Engine: PT6A-34AG, Approx. TT 14,621.1, SATLOC Bantam, Stainless Steel Spray Booms and Drop Boom Hangers, Spreader, Wingman, Smoker & AC. New Belly Skin along with many new panels, cam locks and paint in 2017. 24.2 Since Extensive Hot Section with overhauled CT Blades & Fuel Control. 5,768.7 Since Wing Spar Replacement. Price reduced to $235,000 Call Frost Flying at 870295-6213

1998 AT-502B -15AG, 7050 TTAE, Mid-Western Aircraft, NDH, Fresh Annual, Ready to work! $275,000 Lane Aviation 281-342-5451 or FAX 281-232-5401 2014 AT-502B, 2000 TTAE, G4 w/ Flow, VG’s, Smoker, Comm & TXP, Lane Brake and Fan. $650,000 Call Lane Aviation 888-995-LANE / 281-3425451 or FAX: 281-232-5401


2016 AT-602 -60, 2250 TT, Recent Hot ams work done, OH prop and governor, Zero time since prop overhaul, Recent hot section, New tailwheel. G4, Wingman. $850,000. Call Aaron at 218-201-0652 2016 AT-602 -65AG, 1950 TTAE, Good Condition, No Damage History, Fresh Annual and Hot Section. $895,000 Lane Aviation 281-3425451 or FAX 281-232-5401

Parting Out 1990 AT-502 -34 Engine & Prop. Call Mike at Valley Air Crafts 559.686-7401 2000 AT-502B, Bantam GPS, Flow, L7 Light Bar, Wingman, Com Radio, Transponder, Covington Hot Inspection, Farm Air annual. For more information call 309-759-4646 or email farmair@ farmairinc.com

1996 AT-502B-0365, N37VA W/-PT6A-34, TT Airframe 6692.0, Engine TT 8803.7, Engine TSOH 4118.9, Cabin Heat & Air, Lane Brake & Fan, Night Working Lights, Smoker, RH boom Shut Off, GPS (Bantam) with Flow Control, CP’s, Standard Spray System with Drop Booms, VG’s. $415,000 For more information, visit our website at queenbeeair.com or call us at 1-800-736-7654 Order AT-502 Pen and Ink Drawing from our DeSpain Collection 478-987-2250

1998 AT-602, N5086H, PT6A-60AG 183.2 SHOT done by Covington, TT 7689, Single Point Fuel, Reabe Hopper Gauge, SATLOC G4 w/ Flow Control, SS Spray System - Lane Brake, AFS Check Valves and CP11-TT nozzles, 0 Time SNEW on all 3 landing gear, 1441 Since Prop Overhaul, 1200.5 SNEW Wings. $485,000 Call Neal Aircraft at 806-828-5892

2012 AT-602, N2061L, PT6A-60AG 3686.6 Hrs. TTAE, fresh HSI at sale, SATLOC Bantam, transponder, Lane fan & brake, smoker, s/s T/W deflector, factory heat & air, drop booms, low time landing gear. See spec sheet for details. $725,000. Contact Rick Stone at Southeastern Aircraft Sales & Service 800-441-2964 or mail@southeasternaircraft.com

2008 AT-602 -65B. Completely rebuilt in 2008. 5550 hr since rebuild. Fresh annual. Flow Control. Large size propeller N11276N5, 800 since new hub & blades, Bantam w/G4 screen. W/W. Heat/ factory a/c. Wash out system. Manual tail wheel lock. New transponder. Garmin audio panel. Comm radio. All mounted in radio box. SS Fasteners. New paint on leading edges. Wingman. LED strobes and nose lights. Night flight package. Factory air intake. Off set engine mount. Aileron trim. All glass good. Price reduced to $375K For more details call 501-5166156 Order your AT-602 Pen and Ink Drawing from our DeSpain Collection today for only $59.99 plus S&H. Call 478-9872250


2007 AT-802 PT6-65, O Time Since Engine Light O/H, O Time Since Prop O/H Clean Fresh Annual, 10” Gate Vondran Control, G4, Flow Control, Low Control, Single PT, 5023 Total Time A/F P/P Paint is 85%, Empennage is excellent! Fuselage is excellent! Call 870-295-1038

2019 AT-802 FireBoss Equipped as a FireBoss, Equipped with PT6A-67F engine, dual cockpit/ full dual controls. Air Tractor FRDS fire gates, rear seat instruments and avionics, 380 gallon fuel, and a very unique paint scheme. Aircraft is additionally equipped as a FireBoss with amphibious floats, ground fill option, and a WipAire rear seat redundancy control package. Available for immediate delivery. Call Mike at Valley Air Crafts 559-686-7401 2015 AT-802A, PT6A-65AG engine, plane available now with approx. 2000 TTSN, 308 fuel, MVP50T, S.P. fuel, G4/flow, hyd gate, wingman, CP’s, Covington hot. For more information call 309-759-4646 or email farmair@ farmairinc.com

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2019 AT-802, Equipped with PT6A-67F engine, dual cockpit/full dual controls. Air Tractor FRDS fire gates, rear seat instruments and avionics, 380-gal fuel, very unique paint scheme. Available for immediate delivery. Call Mike at Valley Air Crafts 559-686-7401

1997 AT-802AF PT667AG, TT 6677, -67AG w/ Fresh Hot Section 27960 SNEW, Prop 7591 SNEW, Hydromax Fire Gate, Fresh Annual, USFS/DOI Carded, ADSB, BK KMA 24H, BK KY196, Garmin GTX 327, TDFM 136, Sky Connect AFF. $750K 575-763-4300 or email cameron@ aerotechteam.com

2001 AT-802 -67AG, TT 4990, Engine SMOH 1369 Fresh Hot Section, Prop 148 SNEW, TDFM 138, KY196A, KY 196A, Garmin 345 ADSB, Fresh Paint in 2019, Hatfield Fire Gate or available with 10” Transland and booms. $925K Call 575-763-4300 or email cameron@aerotechteam.com 2009 AT-802A -65AG, 5100 TTAE, Midwestern Aircraft, NDH, fresh annual and hot section inspection. $695,000 Lane Aviation 281-342-5451 or FAX 281-232-5401

2014 AT-802A -65G, 4100 TT, 0 SHSI w/ new CT Blades done by Dallas Airmotive, Single point Fuel, REABE, G4 w/ flow control, 0 since new gear, PAR 200 Comm / Audio panel, 254 gal. fuel, CP 11 Nozzles, Stainless Booms. $870,000 Call Neal Aircraft at 806-828-5892

2011 AT-802A, TTAE 4005 hrs., Last hot 800 hrs. by Frost Flying, Prop IRAN at 1576, Wingman, VG’s, Comm radio, 250 since new gear, G4 with flow control, Single point fuel. Updated! $675,000 806-828-5892

2004 AT-802 -67AG USFS/ DOI CARDED, -67AG Fresh Hot Section, TT3932, STOH 2205, Prop 73 SPOH, KY 196A, KY 196A, TDFM 136A, GTX-345 Transponder, Smoker, Hydromax Fire Gate USFS/DOI Carded Fresh Annual. $800K Call 575-7634300 or Email cameron@aerotechteam. com for further details. 2019 AT-802A, FTO, -65AG, LOADED, BOTTOM LOAD FUEL. $1,478,000 Call Lane Aviation 281-342-5451 or FAX 281-232-5401

AT-802 -67F, Single and dual cockpit, low time and hours, full avionics, FRDS. Call or email: +34667102184, sales@ airtractoreurope.com. 2010 AT-802A, PT6A65AG, N389LA 802A0389, 3,500 TT, 10” Hydraulic Gate w/Vondran Controller, Wingman, G4 w/Flowcontrol, CP11 Nozzle, Smoker, Electric Brake Gr Adj., Single Point Fuel & 308 Fuel, 825 Since FCU Overhaul, Fresh Annual & HSI. $760,000. Call Frost Flying at 870-295-6213

Fire Boss, Single & Dual Cockpit, -67 1600 SHP, low time and hours, full avionics. Call or email: +34667102184, sales@ airtractoreurope.com.

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2005 AT-802A, 6975 TTSN, PT6A67AG, 6975 TTSN, 220 since Covington hot, 0-SIRAN prop, electric brake, smoker, CP’s, G-4 w/flow, Kawak, MVP50T, wingman, 10” gate, new wing spars, new hopper, Farm Air referb, Sept. 2018 annual, NO TRADES. Call 309-303-5161

2012 AT-802A-805ET, -65, 3740 hours engine and airframe since new, loaded with extras. Annual completed 8/2019. $800K. Call David at 870-501-1136 or email dglover63@ yahoo.com

Order your AT-802 Pen and Ink Drawing from our DeSpain Collection today for only $59.99 plus S&H. Call 478-9872250

Aircraft - Cessna

1977 Cessna A188B Ag Truck, 3500 TTSN, 10 Since Major Overhaul, 3 bladed prop, SATLOC, fresh annual, delivery available. $95,000 Texas, Ron 806-662-5823

1972 A188B Cessna Ag Wagon, 4695TT, 538 since Western Skyways factory spec continental IO-520-D engine install 300HP, Hartzell 3blade TopProp, dropped airfoil super boom, CP Nozzles, Flagger, smoker, SATLOC Litestar GPS, XP tail wheel, Spreader, original logs, northern MN airplane, no corrosion, annual 5/16/19. $100K Call Jim DeVries at 218-935-2186

1964 Cessna 310I, TT 5253, Continental IO470U engines TSMOH LH 573 RH 249, McCauley props TSPOH LH 573 RH 670. Nice twin, true 6 seater & heavy hauler. It’s a clean northern airplane with no corrosion, new tires, new heater & fresh annual. Paint and interior are both prob a 5 out of 10. Basic radios. Would be interested in trade for Piper Cherokee 6, Saratoga, or Lance. $55,000 Call Tanner Sotvik at 701-520-0229 or 701-662-4416

1978 Cessna Ag Truck, 5832 TTAF, 625 TTE, 550 TT on prop, 8.50X10 Clevelands, GPS, field ready. Price reduced to $112,000. Call Chad Stuart, Airplane Services, Inc. Call 850-336-0552

1976 Cessna A188B Ag Truck, CONT I0550, 3635.5 hrs TTAF, 864.5 hrs SMOH, 75 hrs SIRAN, 317.6 hrs on new McCauley 3-Blade Prop. Extensive annual in 2018. Recent annual in April, aircraft is ready to work. New landing gear, bolts, shims, breaks, rotors, bearings, tires, electrical components, etc. Equipped w/CP-11 Nozzles, spreader pan, DynaNav GPS. $139K 262-620-1010

1971 Cessna Ag Wagon C188, 5345 AFTT, 0 SMOH, 0 SPOH SATLOC, Autoflag, Crophawk 7B, Transland spreader, new aileron and flap cables, new Concorde battery, Tri-State Superbooms, Drift Finder smoke system, Digital tach, MAP, CHT/EGT, Nice paint, Annual 7-2019 $75,000 OBO Call Steve Myers at 920-231-9772

1975 A188B Ag Truck, TT 9300, IO-720 400hp, Roberson STOHL, 3 Blade w/ 0.0 SPOH, Winglets, Ag Nav w/ Flow Control, Radio and Transponder, Smoker, Droop Booms w/ CP’s, Spreader, Fresh Annual. $135,000 Call Darryl or Bill at South Delta Aviation - 870-572-9011 days / 870-995-1323 nights and weekends


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1972 Cessna 188 Ag Wagon, N21883, TT6350, 1740 SMOH, Prop165, stainless steel booms, SATLOC Lite 2, new leading edges, refurbished hopper, CP nozzles, owner flown since new. Good flying and fast! Current annual with sale. Call Kevin at 785-386-8875

1968 Cessna Ag Wagon, S/N 188-0360, NDH. Always been a Clean Northern plane in excellent condition. TT 3607 -0-470R, 309 SMOH engine and prop, Super-Booms, SATLOC Lite, Smoker, Flagger. Great flying plane. A good plane to start that new pilot. 701-799-8629

1977 Cessna Ag Truck A188B S/N 18802877T, N731GD, TT: 5995, SMOH: 700.4, IRAN: 0 Prop, OH: 390, Good Flying Solid Clean Ag Truck, Lycoming Powered IO-540-K1J5, AGTips, VG’s, Super Booms w/Teejet’s & CP’s, Hyd. Pump, Big Tailwheel w/Lock, SATLOC 99.5, Crophawk, MicroAir Comm Radio. $125K Lance 308-325-2095 or Nathan at 308-324-8770

1983 N983BG M-18 Dromader S/N 1Z01112, Airframe TT: 5800 (Times are approximate) Brand New Prop Installed: 910, Engine SMOH: 910 (Overhauled by Pacific Turbine Brisbane on June 2, 2015) SATLOC Bantam included (can put in any GPS you would prefer) Single Point Fuel/Hatfield Fueling System, 192 Gallon Fuel, Harbour Air Conditioning, Cockpit Heat, Electronics International MVP-50 Engine Monitor, Complete Turbine Conversion & Rebuild in 2015, Reabe Digital Hopper Quantity Gauge, Windshield Wiper, PAR200 Bluetooth Radio, Hydraulic System Removed, Cleveland Wheels & Brakes, Springs in Gear, Electric Flaps, 3rd Rudder Hinge, Servos, Electric Rudder Trim, Tailwheel Extension, VG’s, Kawak Throttle Quadrant. Fresh annual just completed, ready for work! All specifications are subject to verification upon inspection by buyer. ASI JET is a Factory Authorized Thrush Dealer, Service center, and Parts distributor. Specializing in New and Used aircraft sales, Please Call ASI Jet Sales at 952-941-6255 for more information! 1995 Dromader, REF. 200501-19, Engine 0 hours from factory. Brakes. Several new and used parts. Engine with 20 hours, it is necessary to check and replace the cylinders. 20/25 cylinders, rings. Original and other adapted spraying equipment. Fire gate and original sower. $250,000 Spare Parts $50,000 Contact: Pelópidas Bernardi phone/whats: +1-954-278 0939

Aircraft - Dromader

1995 M18A Dromader, Turbine 4334 TTAF, wings tail section 2500 500 TTSMOH prop, Engine TPE-331-11u-6116 874 TSO 0 since Teledo repair compressor housing, diffuser vane accessory drive housing, 2nd stage rotor replaced. Fresh annual 11-2019. $290K 229-524-1134 or 229-220-6343 Order your Flying Dromader Pen and Ink Drawing from our DeSpain Collection. Call 478-987-2250

A 36 | agairupdate.com

1980 PZL Radial Dromader’s Available Immediately! Four aircraft to choose from with an extensive parts inventory available! LOW TIME AIRCRAFT! Times vary between 1300 and 3000 hours total on the airframes and 100 and 840 SMOH on the engines. 224 gallon fuel (one has 188 gal). All have AgNav GPS with flow control, North American direct drive starters and Hydraulic pumps. Currently Canadian registered. Please contact us for more details! ASI JET is a Factory Authorized Thrush Dealer, Service center, and Parts distributor. Specializing in New and Used aircraft sales, Please Call ASI Jet Sales at 952-941-6255 for more information!

PRICE REDUCED! 1985 TURBINE M18A DROMADER -11,Turbine Dromader M18A TTAF: 3140 Engine Honeywell TPE-331 -11U: 3910 SMOH 7000TBO Propeller Hartzell 5 blade 310 hrs Since NEW (Times are Approx.) Options: AG NAV Guia Spray GPS, 192 Gallon Fuel, Air Conditioning, Cockpit Heat, Electronics International digital gauges, Vortex Generators, Kawak Throttle Quadrant, Smoker, booms, Artificial Horizon, Comm, and More! $299,950 Four additional low time Radial Dromader’s and a large inventory of spare parts are also available, ask for more info! ASI JET is a Factory Authorized Thrush Dealer, Service center, and Parts distributor. Specializing in New and Used aircraft sales. Call ASI Jet Sales at 952-941-6255 for more information! Order your M18 Dromader Pen and Ink Drawing from our DeSpain Collection. Call 478-987-2250

Aircraft - Piper

1969 Piper Pawnee PA25260 C Model w/Hutch metal wings. N4385Y. Fully restored by the leading Pawnee authority Aerial Banners, Inc. 0.0 SMOH Lycoming O-540-G1A5, new: Hartzell const spd prop, Stits fabric/paint, batt, tires, wheel bearings, nuts/bolts, glass, exhaust, alternator, starter, mags, regulator, gauges, cables, fuel bladder, STC Solutions permanent wing attach STC SA01154AT, brakes, rotors, all new Ag equipment. This aircraft was completely disassembled. The frame was inspected & overhauled in our factory jig. 25 years of Pawnee experience. Can be set up for banner/ glider towing. 954-893-0099 or email milo@aerialbanners.com

1978 Piper PA-36-375, N3801E, Lycoming IO720, 894 SMOH, Electric Fan Brake, SATLOC. Price reduced to $90K OBO. Call Larry at 760-427-2585

1981 Piper PA-36-375 Turbine Brave, PT6A-20 662 SMOH, 232 SHS, Prop TSO 542, TTAF 5722, 2382 remaining on wing spar, fresh annual, new SATLOC Bantam w/IntelliFlow, Lane adjustable fan & brake, smoker, CP check valve nozzles, Nav/Strobe,Instrument/ Landing and taxi lights. Very clean, great flying, great transition airplane. $345K For more information call 318-339-4747 or email lowgoflyers@gmail.com

1975 Piper PA-36 Brave, Johnston conversion 400 HP IO 720 Lycoming A1B, 1152 SMOH, AFTT 4252, Spar caps & center section done at 3100 AFTT, 3048 remaining on spar caps & center section. 2 hours since 04/15/2019 annual. Comes with extra 2 sets of wings, complete fuselage and a hangar full of Brave parts. 1 owner last 33 years. Always hangared. Trimble Ag GPS 170, Smoker, flow control, right boom shutoff, fan brake. Excellent condition. $120,000 firm.Kirk Barlow, Eads Co. 719-688-2224

1978 Piper 375 Brave PA-36375, Lycoming IO-720-D1CD, Hartzell prop model HCC3YR-1RF TSMOH 915.0, SATLOC w/flow control, super booms, Weath Aero fan, Smoker, clean northern aircraft. $110K For more info contact Kelly 701-740-1605 or Paul Sanders - PS AVIATION INC, located Jackson, MN 507236-6688, 507-847-3599

1969 Piper Pawnee PA-25235 (250HP), Upgraded engine, droop tips, and leading edge lift STC (fill it up and fly it! - 150 gallons). SATLOC M3, Agrinautics pump, Electric Lane brake, Lane Fan, CP-03s. New fabric/paint in 2015, 682 since IRAN by Poplar Grove. Complete Logs, always hangared, northern airplane. Will not disappoint! Price reduced to $72,000 Scott 765-418-3933

CLASSIFIEDS J ohn o hnston ston A ircrAft s er ervice vice


1964 Piper Pawnee A Model, SN 25-2540. 6795 TTAF, 937 SMOH, 75 IRAN by Central Cylinder (low oil pressure issue). All AD’s complied with, Dual Oil Coolers, Air-care exhaust, Electronic oil pressure & temperature, lightweight high torque starter, Lightweight SBS J-16 battery relocated to firewall, Fuselage recovered when tail AD was completed in 2015, wings recovered June 2008, LiteStar II Application guidance, Garmin 196 GPS, Agrinautics pump w/electric brake, Annual Completed March 2020, Includes spreader. $67,000 605-670-9703

1976 PA 36 SUPER BRAVE 400 HP - 3965 Total Time, 66 since Overhaul engine, 66 since IRAN Prop, 4040 hours remaining on wing spar caps, 275 gal hopper, Agrinautics pump and fan, dropped streamlined booms with CP nozzles and check valves, 2” left side load, extended wings, 90 gal fuel with new fuel cells, crop hawk, automatic flagger, pistol grip, nav/strobe/instrument/landing/ taxi and night working lights, left entry step, good paint, tires and glass. Price reduced to $185K or OBO. Contact Johnston Aircraft Service at 559-6861794, info@johnstonaircraft.com or www.johnstonaircraft.com

We can completely rebuild refurbish / modify / service YOUR Thrush / Brave We Rebuild & Stock 230 gal Thrush Wings with NEW Spar Caps We Rebuild & Stock Brave Wings with NEW Spar Caps Heavy Duty Leading Edge Skin and Nose Rib Installation Fuel Capacity Increase We Rebuild/Repair Thrush and Brave Fuselages We Rebuild/Repair & Stock 29” Thrush Landing Gear We Stock Brave Landing Gear

SERVICE AND PARTS CENTER JAS PREMIER THRUSH/BRAVE SUPPORT 1974 Piper Pawnee D PA25-235, Lycoming 0-540, TT 2403, SMOH TT 295, SPOH TT 46, Aeronautics electric brake pump, spreader. Very good airplane! $80.000 Call Jared Horne at 334-740-4609

1967 Piper Pawnee PA-25-235C, ALL NEW front to back TTSN: 4800, TTSOHE:548, Fresh Annual, 10 Since Refurbished, Ready to spray, Banner tow or glider tow, Tow hook STC, Brand New Banner System never used for (Additional Cost). Ready to make money. WILL TRADE up or down for a twin engine aircraft OWNER CAN FINANCE. Great opportunity to get started with an all new trouble free aircraft. JUST LIKE NEW!!! MAKE AN OFFER! 239-994-0126 or 239-8212756

1976 PA 36 Turbine Brave 550SHP - 6450TT, 3097 since P&W O/H PT6A-20A engine with 0 since HSI and A.D.2014-11-05 was performed, 0 SOH 3 Blade Hartzell Prop, 275 gallon hopper, JAS gate, Agrinautics pump, electric brake, dropped streamlined booms with CP nozzles, 2” left side load, improved hopper lid, JAS High Lift Wing Leading Edges, 90 gal fuel, CommRadio, Crophawk, electric turn and bank, clock, nav/strobe/instrument/landing and taxi lights, Del Norte GPS, pistol grip, left entry step, very good tires/glass and paint, 1739 hours remaining on wing spar caps. This aircraft was imported from Australia, and has just had an extensive annual inspection of the engine, prop, and airframe, along with a NEW Airworthiness Certificate. This aircraft is in very good condition! Need a very reasonably priced, nimble turbine that will get a lot done for small $$$? This is it!! $270,000! Or Best Reasonable Offer. Call 559-686-1794, Email info@johnstonaircraft.com or www.johnstonaircraft.com

850 SHP Very High Performance

Turbine Thrush for Sale

Turbine Brave for sale $275, 000 or best reasonable offer

Lane Electric Brake and Fans

Buckeye we O/H too!

Distributor for APS

GPS and Flow Control by

Brake discs and linings

1974 Piper Brave PA 36-400 IO-720 (400 HP) 3975 TT, 1875 SMOH, Wing Spar AD Complete, SATLOC Litestar III, Dyna Nav Flow Control, Superbooms with Davidon Rotary Atomizers. See spec sheet for more information. $115,000 Call 701400-1113

For sale 1965 Piper Pawnee, 1565TT, 0-540 110SMOH by Bolduc Aviation, new muffler, alternator, starter, oil lines, bungees, tail spring, seat. AFS check valves with CP nozzles. No fertilizer. $78,000 218779-1678

And MUCH, MUCH MORE! 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 www.johnstonaircraft.com agairupdate.com | A 37 CHECK OUT OUR AG AIRCRAFT FOR SALE SECTION ON OUR WEBSITE.


1975 Piper Pawnee PA25-235 D Model, TTAE 4092.29, SMOH 144.5 by Gann Aviation, Lycoming 0-540 B2C5 engine, Fresh Annual, Agrinautics pump, Weathaero Fan, Dropped airfoil SS beams, CP check body & Tips w/J tubes. All Ads complied with SATLOC Lite 2, owner/operator always hangared. $90K Call Jamie at 256-557-2882 1982 Piper Super Cub. Lowest time Piper built Cub on the planet, 650 hours TTSN. Stits Fabric, beautiful paint, Com Radio, L3 Lynx transponder with ADSB in-out with touchscreen weather, traffic. $150,000 Call Sun Valley Aviation 956-421-4545 Order your Clipped J3 Cub Pen and Ink Drawing from our DeSpain Collection. Call 478-987-2250

1998 Ayres Thrush S2R-T34, N2076B, Ser. # T34-249, Airframe and Engine 7,315 hours Total Time, 80 hrs. since H.S.I., Prop- 2,320 hrs. since new, 275 hours since IRAN, Avenger spar cap kit installed at 5,600 hrs., Harbor System Air Conditioning, SATLOC M3 with flow control, single point fuel, smoker, hopper rinse, Cell Set, ANR, Shadin fuel flow, 234 gal fuel, 65 CP-11 nozzles with swivels, Lane electric fan brake, spreader included, 138 hrs. on new tail spring, new main gear bolts, new windshield and curved glass, new batteries, new boost pump, new left and right steps, just completed extensive annual at Air Repair. Motivated seller! $350K Contact Shea at 662-719-4186 or 662-3987136

1998 400-15 Thrush, New hot section, overhaul prop, SATLOC M3, TTAE 7101 hrs., Stainless booms, 36 CP09 nozzles, new annual. $342,000 Call Parker Anthony at 229-886-3758

Order your Piper Pawnee Pen and Ink Drawing from our DeSpain Collection. Call 478-987-2250

Aircraft - Thrush

-10 THRUSH 10,500 LB/GROSS WEIGHT/40,000HR WING SPAR, NVG CERT. 1976 Thrush 900HP -10 3134.6 TSO 716.5 TSHSI, AG-AIR Systems FAA/PMA turbine installation, Avenger Spar, Night vision certified, one center light and four leading edge lights field approved, wing strobes, extended wings w/winglets, VG’s, flying fabric tail, factory 510 hopper, 140 gal fuel, DynaNav ag-air pro GPS, Crop Hawk 7B, SS booms, 5 bladed Weathaero fan, Harbor A/C, GCU fast start, 116” Hartzell high performance prop, JAS wing root fairings, Serv-Aero tail wheel. $425K 208-250-8482

2018 510 Thrush -34 Price reduced! Flow Control, Bantam, Hatfield auto shut off, Kawak throttle system, LED Leading Edge lights. All the bells and whistles. Call 318-237-7088

A 38 | agairupdate.com

1994 G6 510 Thrush, 8683 TTAF, 0 SHSI, Turbomax Crossover Duct, All New Turbine Wheels, All Engine AD’s Done, 1174 SGBI, Good SOAPS, 0 Prop, 40K Hr. Avenger Wing Spar Kit, New Spar Webs 2012, Recent New T/W Spring, Fork, & Spindle, VG’s, A/C & Heat, SATLOC Bantam, Lane Electric Pump Brake, IntelliFlow Flow Control, LoadHawg, Breckinridge S.S. Spreader, Approved Side Fuel Loader, spare Starter Generator. Price reduced to $325K OBO, 912-381-2893 or 912383-2433

2004 Thrush 550, TTAF 8093, with PT6-60AG 0 shot, 0 time fuel control, Bleed valve, and High pressure pump, 0 SMOH prop, Hyd. gate box, SATLOC G4, booms and spreader. Sale with fresh annual. $420,000 Call 979-257-6695

1979 Thrush SR2-T34, N4010X, 25,019 TT, 1,025.2 Since HSI, 4,000 remaining on Spar Caps, IntelliStar GPS, New paint in 2017. $349K OBO Will trade for late model 502, 2014 or newer with low time. Call Ron at 641-325-0261

1999 Thrush S2R-T34, SN G10-161, Frame off conversion. Like new. TTAF 5,350. Engine PT6A -34AG. TSO 0.0. Century Wings with 115 gal fuel per side, extensions and winglets. New 4 Blade Propeller STC SA04302CH. New 510 gal Hopper. New tires, brakes and rotors. ZEE AC with heat. Single point fueling system. Fuel Quantity Indicator. Hopper quantity gauge. New pump and stainless steel booms. Heavy duty landing gear. Cool seat. New paint. Current annual. Turbines Inc 812-877-2587 peg@ turbinesinc.com

2006 Thrush S2RHG-T65, N41024, TTAF 4194, A/C & Heater, SATLOC G4 w/ Flow Control, Fast Start, Transland 3 inch pump, SS Booms, CP-09 Nozzles, SS SLK-41 Spreader, 228 Gal Fuel. See spec sheet for more details. $395K Mid-Continent Aircraft, Hayti, MO, 800-325-0885 www. midcont.net

1980 Ayres S2R Dual Cockpit, 8,258 TTAF, Avenger spar caps, 400 gallon hopper, SATLOC M3, Collins A/C, Serv-Aero horizontal metal leading edge, very good fabric, PT6A-34 engine 12,484 TT, 4563 TSOH, 709 TSHSI, Prop 4656 total time, 1.9 TSOH. Call Mike at Valley Air Crafts 559-686-7401

2015 Thrush 510G, Airframe: 1065 hours TT (Times are approx.) Engine: 1065 Hours TT - 350 Since Gearbox overhaul) Warranty remaining! Propeller 350 SMOH. Equipment: 510 Gallon Hopper, MVP50T Glass panel color display, 228 gallon (useable) fuel capacity, 2 inch stainless steel spray system, 41 inch stainless steel gate box, 4340 chromemoly steel spar caps (60,000 hour life!), Stainless steel bottom fuselage skins, Alodine Chromicoat L25 for corrosion resistance, Massive overturn structures, Quick detach fuselage skins, 28 – volt electrical system, 24 – volt battery, Wire deflector cable, Cockpit wire deflectors, Stainless steel rudder cables, Outside air temperature gauge, All metal Empennage, Air conditioning/cabin heat, High flotation 29-in. tires, Cleveland dual caliper disc brakes, Wing root fairings, Windshield wiper and washer, Front Baggage compartment. Additional Options: SATLOC Bantam (Big Screen) with Intelliflow flow control, Garmin 225 Comm radio, Hopper Rinse System, Single Point(bottom load) fuel, Electric fan brake Model 111F, Smoker, Vortex Generators, Leading edge LED lights. All specifications are subject to verification upon inspection by buyer. ASI JET is a Factory Authorized Thrush Dealer, Service center, and Parts distributor. Specializing in New and Used aircraft sales, Please Call ASI Jet Sales at 952-941-6255 for more information!

PRICE REDUCED, READY TO WORK! 2001 Thrush 660 -65, Airframe: Approx. 6910 hours TT, Engine/ Propeller: PT6A - 65AG, Approx. 1015 SMOH, FCU 0 hrs. Since OH, 5-blade Hartzell 1015 SMOH. Equipment: SATLOC Bantam GPS w/Intelliflow, Comm radio, Bottom Load Fuel, Shadin fuel flow meter, Smoker, Load Hawg System, Lane Electric Fan Brake, Super Booms with CP nozzles, Right boom shutoff, Fast Start System, Landing lights, Air Conditioning, Cockpit fire Extinguisher. Fresh Thrush Service center Annual! $599,950 ASI JET is a Factory Authorized Thrush Dealer, Service center, and Parts distributor. Specializing in New and Used aircraft sales, Please Call ASI Jet Sales at 952941-6255 for more information!


2010 Thrush S2R-T34, N5298F, Total Time 4340, Sprayer, 228 gallon Fuel System, Lane fan & brake, CP11’s, IntelliFlow, Smoker, G4, VG’s, Bottom Fuel, Transland Spreader, Load Hawg, 550 SMOH Prop Specs, 550 since hot section. New glass and fresh annual. $550,000 Call Will at 979864-7211

1998 Thrush S2R/400G -1 Super, Airframe: Approx. 4980 hours TT (Sold with factory Wing Spar cap kit installed) Engine: Garrett -1 (Super conversion) with 380 hours Since EXTENSIVE Hot Section (Arkansas Turbines) Propeller: Hartzell 3 blade 0 SMOH. Equipment: SATLOC Bantam GPS with Intelliflow, 400 Gallon Hopper, Large fuel (Approx. 190 Gallons), Single Point bottom load Fuel, Shadin Fuel Flow Meter, Air conditioning, Smoker, Hopper Rinse, Vortex GeneratorsFive Blade Weath Aero fan, Aluminum Booms, Comm Radio, Dual Landing light, NAV / Strobe lights, Windshield wiper/washer, NEW Tinted windows installed, Mesh seat and MORE!!Overhauled Ignitor box 6/17. $349,950 ASI JET is a Factory Authorized Thrush Dealer, Service center, and Parts distributor. Specializing in New and Used aircraft sales, Please Call ASI Jet Sales at 952-941-6255 for more information! 500 Gallon Thrush with/without pilot available for lease for corn season. GPS equipped. Contact Jim Mills at TURBINES INC. 812-877-2587

1997 Ayres S2R-G10, N773CC, AFTT 6500, Engine: 1813.0 SHOT/ CAM1813, Propeller O/H Conrad Maxwell on 4/5/12, Cool start system, Hatfield single point fueling, ATS-VG’s, AG-TIPS-MARBURGER, Kawak hydraulic system, SATLOC G4, Load hawg, Max weight 7900, Empty weight 4718, Useful load 3182. $420K Mid-Continent Aircraft, Hayti, MO, 800-325-0885 www.midcont.net

2009 THRUSH S2R-T34, N5298F, TTAF 4200, Fresh annual, new glass, sprayer, Nav lights, 228 gallon fuel system, Weather-Aero fan, IntelliFlow, smoker, G4, VG’S, bottom fuel, Lane electric brake, load hawg. $550K Mid-Continent Aircraft, Hayti, MO, 800-325-0885 www.midcont.net

1973 Thrush S2R - Priced to sell! TTAF 9459, Walter M601-E11 TT 7479.5, TSOH 2029.5 AVIA V508EAG Prop TSOH 2029.5, 3445.5 Hrs. remaining on spars, Harbor A/C, Smoker, SATLOC Bantam w/G4 screen, single point fuel, CP flat fan nozzles, AFS check valves, Transland pump, electric brake, Shadin fuel flow, new tires and new front windshield, horizontal re-done at annual, spreader available with sale. Contact Stephanie Williams at 229924-2813

“Hard Cased” cutter blades

Spacer blocks stabilize blade during strike

Adel clamps for trailing brake line

Inexpensive insurance against a wire strike




2012 THRUSH S2R-T34, N3006C, AFTT 2562, Bantam SATLOC, flow control, Lane pump, fan/ electric brake, bird lights, long stick MOD PN 50391T001, Concorde battery field approval, 4 each RG35-AX REPLACE 2 ACH Gills, HIS included new segments and O/H of the CT vane by RT Turbines, “0” time since new urethane paint plus clear coat. MidContinent Aircraft, Hayti, MO, 800-3250885 www.midcont.net

2013 Thrush S2R-H80, N3046N, TTAF 2700, Fresh annual, load hawg, VG’S, bottom fuel/dual load, IntelliFlow w/Smart pump, Leading Edge lights, SS booms, hopper rinse, Bantam, smoker, spreader w/kick plate, radio, CP’s, G4 IntelliFlow. Mid-Continent Aircraft, Hayti, MO, 800-325-0885 www. midcont.net

“Specializing in Turbine and Piston Air Tractors”


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

agairupdate.com | A 39


PRICE REDUCED!!! 1980 Thrush S2R-15DC (Converted to PT6A-34AG in 1988) TTAF: 15,960 (Approx.) Roughly 3000 remain on spars. Engine PT6A-34AG: 10 hours Since Extensive HOT (Installed New CT blades, Shroud segments, and Sealing ring. Installed Overhauled FCU, High Pressure Fuel Pump, CT vane Ring, Combustion liner, Large Exit Duct and Small Exit Duct. Fuel nozzles cleaned and flowed, and MORE!) Prop: 900 Since IRAN. Options: 500 gallon hopper, SATLOC M3 w/keypad (will switch with preferred GPS), flow control, Load Hawg, hydraulic gatebox, KAWAK Throttle quadrant, Smoker, Aluminum Booms with CP nozzles, LED Leading edge lights (New lenses), Windshield wiper/washer, AC, Rear observer’s Seat, VG’s, Metal Tail, New Stainless camlocks, and more! Currently Undergoing Extensive airframe refurbishment complete from the Hopper to the tail! Stripped, primed and painted frame from the cockpit back including inside the front cockpit, rebuilding the rear cockpit, New all around windows, frames, and doors. Tinted front and rear cockpit side windows, refurbed horizontal stabilizer, Vertical, Rudder, and Elevators, rebuilt tail wheel assembly, and much more! This one is a must see! Want Dual controls? Want a specific GPS? Now is the perfect time to personalize this aircraft to your operation! Give us a call. $399,950 ASI JET is a Factory Authorized Thrush Dealer, Service center, and Parts distributor. Specializing in New and Used aircraft sales, Please Call ASI Jet Sales at 952-941-6255 for more information!

1970 S2R Thrush, TT 6125, Geared 1340 TSMOH 1029, Prop TSMOH 1075, SATLOC LiteStar, VG’s, Cold air intake system, Extended wings, Spring Tailwheel, Remote Oil filter, smoker, 29” wheels. Strong running engine. Replaced with turbine. Make offer. 218-478-2247

A 40 | agairupdate.com

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

Aircraft - Other

1995 Ayres S2R-G6 Thrush, N3160M, AFTT 11024, Bantam w/9” Screen and flow control, Stainless booms, Transland slim line spreader, Load Hawg, 2” load valve, Pump w/4 blade electric brake, 63 T-Jet check valves and CP09-3P nozzles. $325K Mid-Continent Aircraft, Hayti, MO, 800-325-0885 www. midcont.net Order your 510 Thrush Pen and Ink Drawing from our DeSpain Collection today for only $59.99 plus S&H. Call 478-987-2250 Order your Radial Thrush Pen and Ink Drawing from our DeSpain Collection today for only $59.99 plus S&H. Call 478-987-2250

Super-Clean 4621 TT Northwest B450, (Trade-in on SuperC+ -10 TurboCat). 430-SMOHE&P. T.S.T. 12V, 80-fuel, DAF HyBrid Combo. AgCat Sales & Service since ‘71. 870-8862418/2489F, 759-16920 cell, frank. kelley@ag-cat.com

Aircraft - Weatherly

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. Order your The AgOp Collage Pen and Ink Drawing from our DeSpain Collection today for only $59.99 plus S&H. Call 478-987-2250 Order your In-Formation Pen and Ink Drawing from our DeSpain Collection today for only $59.99 plus S &H. Call 478-987-2250 Order your Stearman Pen and Ink Drawing from our DeSpain Collection today for only $59.99 plus S&H. Call 478-987-2250

1983 Eagle DW-1, N8812E, Lowest time Eagle out there. Excellent condition. LightStar II GPS, 540 Lycoming, TT 2441, Engine SMOH 1107, Built by Sandy Ullrich, Annual complete May 2020. $75,000 Call Ron at 641-325-0261

Order your Thrush 660 Pen and Ink Drawing from our DeSpain Collection today for only $59.99 plus S&H. Call 478-987-2250 Order your Dual Cockpit Thrush Pen and Ink Drawing from our DeSpain Collection today for only $59.99. plus S&H. Call 478-987-2250

Motivated Seller!!! 2012 Thrush 510P S2R-T34, TTAF1900 hours (Approx.) Engine: Approx. 40 hours Since hot section 40 hours Light Overhaul by Dallas AirMotive. Propeller: Approx. 40 Hours SNEW - Hartzell 3 blade prop. Equipment: 510 Gallon Hopper, MVP-50T Glass panel color display, SATLOC Bantam GPS w/Flow control, Single point re-fuel , Vortex Generators, Smoker, Electric fan brake, LED leading edge lights, 228 gallon (useable) fuel capacity, Zee Systems electric air conditioner/cabin heat. ASI JET is a Factory Authorized Thrush Dealer, Service center, and Parts distributor. Specializing in New and Used aircraft sales, Call ASI Jet Sales at 952-941-6255 for more information!

1993 Weatherly 620B, 5000 TT, 600 SMOH Covington, new wing brackets. 137 available. $115,000. Call 256-708-5966

2000 Comp Air 7 Turbine, 6 place, tailwheel. TTAF 250.7, Engine model: M601D (8), Engine: 250.7 since IRAN, Propeller model: AVIA V508, Propeller: 250.7 since IRAN, Avionics: Dual King KX-165’s, KLN 90B GPS, KT76C Transponder, S-TEC Autopilot. $125K For more info go to queenbeeair.com or call 800-736-7654

Get Serious About Selling 478-987-2250. Fax: 478-352-0025.


2002 Robinson R44 Raven I, Serial #1185, ZS-RNI, Condition 8/10, TTAF 3300, Engine TT since O/H 1350, Time remaining to O/H 250, Simplex Helipod III, TracMap Spray Computer, Interior 8/10, Exterior 8/10 $250K US Email bredell@vortx.co.za or visit our website www.vortaxaviation.com Order your Bell 206 Helicopter Pen and Ink Drawing from our DeSpain Collection today for only $59.99. plus S&H. Call 478-987-2250

2006 Beech G-36 Bonanza, 880 Hours since new, Garmin 1000/WAAS, Factory Air, Leather. This airplane is like new. $525,000 Call Sun Valley Aviation, 956-421-4545 1993 Weatherly 620B. Serial #1567, N2015N, 3720 TT. Less than 100 hrs on engine, prop and accessories. Many spare parts. Fresh annual inspection. SATLOC Lite-StarII, flagger, smoker, crop hawk flow meter, Weath-aero fan, CP11 nozzles and check valves on stainless booms. $115,000. Call Ken at 218-820-3780.

1995 Beech A-36 Bonanza, 2,800 Hours total time, 860 Hours since factory new engine, Garmin 750/650, GTX 345 (All new), King Auto Pilot with Alt Pre-Select, flight director, HSI, etc. Active Traffic, ADSB in-out, Standby alternator and vacuum, factory air. $340,000 Call Sun Valley Aviation, 956-421-4545

2011 Robinson R44 Raven I, Serial #2150, ZS-HIG, Condition 8/10, Engine TT since O/H 800, Time remaining on O/H 1400, Simplex Helipod III, TracMap Spray Computer, Interior 8/10, Exterior 8/10 $210K US Email bredell@vortx.co.za or visit our website www.vortaxaviation.com


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agairupdate.com | A 41

CLASSIFIEDS Best Classified Buy In The Industry. Read By More Ag Pilots Than Any Other Publication. Classifieds Starting at $19.99 478-987-2250. Fax: 478-352-0025.

Bell 206 Spray Helicopters For Sale or Lease! Bell 206 B’s or 206 L’s turnkey spray ready with Simplex System. AgNav or SATLOC GPS systems. Ready for you to chose your paint colors. Good component times remaining. Fresh annual with sale. Call Brian 561-7231911

Engine - Piston 2 Pratt & Whitney 1340 Engines, 0 time since overhaul by Younkin. Call 979-279-3122 Pratt and Whitney overhauled 1340 cylinders, carburetor, Ag cat spreader call Terry at 870-536-1348 or David at 870-550-1664 Pratt & Whitney Piston Engines, Parts and Accessories in stock. 0-Time R-985 / R-1340 / R-1830-92 & -94 / R-2000-7M2 / R2800CB engines ready to go. Complete stock of engine parts. We stock complete OHC cylinder assys. Ready to install. Call Sun Air Parts 661-257-7708, Fax 661-257-7710 or email info@sunairparts.com R-1340, Zero Time Since Overhaul By Covington, $67,500.00 Lane Aviation 888-995-LANE / 281-342-5451 or FAX 281-232-5401

Engine - Turbine PT6 Starter Generator #23046-28 OHC S&T, $3990, trade for 23046-007. Call 870-886-2418/2489F, 759-1692 Cell frank.kelley@ag-cat.com PT6-34AG, PCE-PH0187, TTSN 8131.1 hrs. TSLO 1259.0 hrs. TSHSI, Test cell and long term preservation 0.0 hrs. $195,000. Contact Rick Stone at Southeastern Aircraft Sales & Service 800-441-2964 or mail@ southeasternaircraft.com Walters 601E-11 OSIRAN, Engine 2250 TT, 1300 hrs sense factory overhaul. Complete with overhauled prop hub, and a set of blades, 99 in dia. $95,000 Memphis, TX. 940-585-6176 (3) PT6A-34AG Engines For Sale, TSO’s 0.0 PT6A-45R TSO 1259.9. Visit our website for spec sheets. Or call or email Jay Streb at 812-877-2587, jay@ turbinesinc.com

A 42 | agairupdate.com

PT6A-34 For Sale - Serial Number: PCE:56577, TSN:20869.5, TSO:3345.8, CSN:23005, CSO:4046. See spec sheet for details. For pricing call Paul at 817-354-2002 or email preeves@jsamiami.com

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

Turbo Cat Kit ready for installation this winter. Kit includes new firewall forward, Hartzell propeller, EI-MVP, custom built fiberglass cowlings and much more. We can supply a new PT6A-15AG or -34AG for a great price with the kit. Includes a “Fly Safe Transition Program” Contact ann@ turbineconversions.com for pricing and additional details.

Sky Tractor Nozzles For Sale - Used— CP06 Swivels(36) $18.00 EA, 7” Stainless Drops(30) $5.50 EA, CP093P Nozzles(59 ) $50.00 EA, CPO4 Poly Check Valve(68) $26.00, CP02 SS Check Valve(76) $80.00, CP09-3E Poly Body, SS Defector & SS Selector(67) $80.00. For more information call Sky Tractor at 701-636-5880

PT6A-34 For Sale - Serial Number: PCE:50949, TSN:7778, TSO:2165, CSN:7078, CSO:2165. See spec sheet for details. For pricing call Paul at 817-354-2002 or email preeves@ jsamiami.com PT6A-60AG available for sale. TSN 9956 TSHSI 345 Fresh repair. For pricing call Paul at 817-354-2002 or email preeves@jsamiami.com PT6A-15AG, 7920 TT Engine. Good times remaining. 1925 since CT Blades. Cycle Sheet available. $125,000. Call Darryl 479-935-4891 Complete Engine Package! TPE331-6 Engine, 537 Since Cam, CD Aviation Hartzell Propeller HC-B3TN-5M/ 537 Since New, Starter Generator 23047007, 25 Hours Since Overhaul, Beta Tube Included. $177,000 Call Lynn Johnson at 701-360-5966 or 701352-3700 PT6A-60AG, 6500 hours TT, Fresh Hot Section, O/H Fuel Control Unit, O/H Bleed Valve, O/H Starter Generator. $295,000 For more information call Bill Kingrey at 979-257-6695 Jetset Airmotive: PT6A-27 TSO 0. For pricing call Paul at 817-354-2002 or email preeves@jsamiami.com

Equipment - Booms Sky Tractor Booms For Sale - 59105 Transland Center Boom AT-401-402 $1200. 59103 Transland Center Boom AT-501-502 $1200. 80392-10 Aluminum Center Boom AT-401-402 $900. For more information call Sky Tractor 701-636-5880 SUPERBOOMS, Thrush Servos; Maintenance on Ag & G.A. Aircraft Including Heavy Structural Repairs; Robinson Helicopter Service Center; Machining, Fabricating & Sheet Metal Gurus; Tri-State Aviation, ND 800642-5777 or tsa@tri-stateaviation.com www.tri-stateaviation.com Get Serious About Selling 478-987-2250. Fax: 478-352-0025.

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AU3000 MICRONAIR (7) Available for sale with accessories. New Condition $800 Plus Shipping or we accept offers. Pictures Available. Contact Global Aviation LLC 816-447-2226. www. globalaviation.global 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.

Equipment - Parts We have an overstock of the large Lane Fan, 111FLT offering special below list pricing to reduce stock. Call Transland at 940-687-1100 or email sales@ translandllc.com for more information.

Equipment - Spreaders New Swathmaster Stainless Steel Spreader (steel 304) for Air Tractor gate box, 38 inches. Ready for use $5,500. Call 954-278-0939 or email wwt. pba@gmail.com 25” Transland Spreader $2,500 Call Bobby at Sky Tractor 701-636-5880 (2)Transland SS 22274 38” to 25” gate box adapters & 21966 Gate Boxes. $2500 Eachor $4000 for both plus shipping. Call 620-525-6712 Transland SS Swathmaster 38in. Special 54495 (5in. Throat) w/wing extension 254 in. wide, Spreader Quick Attach 23505, Brackets for 402B & homemade cart, (NEW 52916) Stainless Low Volume Gate Door. Like new, used once on spike contract, would be great for cover crop work. $12,500 OBO plus shipping. 620-525-6712. TRANSLAND SS SWATHMASTER 25in, has brackets for 402B, Spreader Quick attach 23507, comes w/2 more center sections & 4 wings. $3000 OBO plus shipping. 620-525-6712 25 Inch Gate Swathmaster Spreader Price reduced to $2,500 Call Colton at 804-387-3825

New SWATHMASTER Stainless Steel Spreader (steel 308) for CESSNA 188 gate box, 25 inches. Ready for use. $4,000. Also available NEW SWATHMASTER’S for THRUSH, AIR TRACTOR, PIPER, etc. Ask for price. Call 954-278-0939 or email wwt. pba@gmail.com Transland 10 vane spreader for 38” gate, new, $9,900; Lane Aviation 281342-5451 or FAX 281-232-5401

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

GPS - DynaNav Like new factory reconditioned DynaFlight-AirAg-Pro system complete with new wiring harness, new GNSS Antenna and new display. Only the processor box is reconditioned, Special Price: $8,900 Call 604-465-0009

GPS - Garmin Garmin GTN 650 for sale. Removed for upgrade and comes with all installation accessories and a form 8130. $7,000 Call 307-222-3658

GPS - SATLOC 2 Year Old SATLOC G4 GPS System for sale, like new. Also have various used GPS systems. AG PILOTX DEALER. $13,000 Call Tanner J. Sotvik at DEVILS LAKE AERO SERVICE 701520-0229 or 701-662-4416 2 SATLOC M3 Computers w/Extras - 1 New M3 Computer, 1 Used M3, working - removed from AT 2 weeks ago. Also includes: Light bar, touch screen and required cables. Selling as package $5000 lauderdaleb@hotmail. com (2) SATLOC G4 GPS w/IntelliFlow. $14,000 each. Call Ed at 361-9477891 or 361-387-9090

GPS - TracMap TracMap 3 for sale. Used one season. Is complete with new Cooly hat switch with light bar and screen mount for fixed wing. $9,000 Call 559-260-1035

Help Wanted Looking for an Ag Pilot for the 2020 season and beyond. Based in Iowa with well maintained aircraft with GPS. You will be sleeping in the same bed every night, not traveling from place to place. Small family based operation with fair pay. Please call 641-430-9710 or email dougpralle376@yahoo.com



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1989 Air Tractor 502 N10125, Aircraft: 502-0047, Approx TT 13,630.7, Engine: PT6A-34AG, Approx TT 14,621.1, Satloc Bantam, Stainless Steel Spray Booms and Drop Boom Hangers, Spreader, Wingman, Smoker & AC. New Belly Skin along with many new panels, cam locks and paint in 2017. 24.2 Since Extensive Hot Section with overhauled CT Blades & Fuel Control. 5,768.7 Since Wing Spar Replacement...................................................................... $235,000 2010 AT 802A-0389 N389LA, Approx 3,500 TT, Pratt & Whitney PT6A-65AG , Wingman, G4 w/Flowcontrol, Smoker, Electric Brake Gr Adj., Single Point Fuel, CP 11 Nozzles, Spreader, 10” Hydraulic Gate w/ Vondran Controller & 308 Fuel, 825 since FCU Overhaul, Fresh HSI & Annual ............................................................................ $760,000

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

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agairupdate.com | A 43

CLASSIFIEDS Full service FBO serving West Central MN, is looking to add an Experienced A/P Mechanic. Prairie Air Inc. is located in Elbow Lake MN which is in the heart of MN’s best agricultural & resort areas. Elbow Lake offers small town living at its best, while located conveniently to several metropolitan areas. Pay DOE Full benefits available including profit sharing. Requirements: Must be a US citizen and high school diploma or equivalent. Must be able to read, write and understand the English language. Have a current FAA Airframe and Powerplant Certificate. Must have minimum Five (5) years recent experience working full time as an aircraft mechanic.Must provide own quality set of tools. Must have leadership skills Working Knowledge of computer usage to include Microsoft Windows based programs. Call 218-685-6594 Experienced turbine pilot wanted for Midwest crop season in June-August. Primary work is in IL and WI. Please e-mail resume, references, and qualifications to diggerdougsservices@ gmail.com or call Doug Gust at 262620-1010. Experienced turbine pilot wanted for Midwest season, June thru September. The right candidate will be capable, efficient, honest and diligent. Please email resume and/or qualifications to blindads@agairupdate.com Subject: ID#2735 or fax to 478-352-0025 Level 1 or 2 relief pilot needed to service 1-3 aircraft for the upcoming summer. Call 970-571-0871 Need Bell 47 and R44 ag pilot. Must have experience. Call Glenn at 641821-0015 or 970-534-0682 Looking for Ag & King Air Simulator Instructors. Instructors are 1099 contractors. Work is on a per student basis. 1-3 day courses and paid by the day. Work one on one with the students. Classroom and simulator instruction. Days are 9-5 with no weekends. Lodging fees are covered for instructors that travel in to our location to teach. Flight instructor certificate not needed. Looking for someone who has an Ag pilot background/ experience. Turbine experience is a must. Could be active or retired. Must have an interest in teaching and passing on their knowledge to others in the industry. Email resume and references to blindads@agairupdate.com Subject: ID#2710 Operator looking for AT-502 pilot. Multiple locations - Minnesota, North Dakota and South Dakota. Email resume and references to jim@ agrimaxllc.com

A 44 | agairupdate.com

Midwest operator seeking experienced 502 pilot for 2020 fungicide run. Minimum 2000 ag/ 200 make and model. Possibility for long term position. Email resume and references to lescady@yahoo.com

Oklahoma Based Ag Helicopter Company in need of an Agricultural Pilot, permanent position, March through October. Bell Jet Ranger, Robinson R-44, SATLOC G4. Send Resume to elyhelicopters@yahoo.com

Wanted: Level 1 or Level 2 SEAT Fire Pilots, Good Pay, Workers Comp, Travel Time, Early Fire Season. Call George Mitchell at M&M Air Service 409656-5998 / 409-794-2352 or email mmairgeorge@msn.com

Looking for the right pilot. Wilbur-Ellis is looking for a Bell 47 Pilot with row crop spray experience to work in King City California. King City is located in the south end of the Salinas Valley, 150 miles south of San Francisco, 60 miles south east of Monterey. I have a full-time position available for the right applicant. You must be stable and accident/violation free. WilburEllis has excellent benefits, including company provided transportation. The season runs from the middle of March through the middle of November. The work is difficult and challenging but rewarding. Pilots are expected to be in the office in the afternoon to prepare for the following days work. This is a full time position for an experienced Bell 47 pilot with row crop experience. If this is something you are interested in, please send me a resume. Mark Plaskett 831-594-2430mplaskett@wilburellis. com

Canadian Turbine Pilot Wanted Kinniburgh Spray Service LTD, based in Taber, AB is a proactive organization with 67 years of service, requires a Professional Agriculture Aerial Applicators to fly our Air Tractors 502/602/802. Job duties: Fly fixed wing Turbine Air Tractor safely and efficiently. Work with customers and ground crew in a professional manner. Be available when conditions are optimum. Perform elementary maintenance and servicing of aircraft and maintain journey logs following Transport Canada guidelines. Certificates Required: Canadian Commercial pilot’s license, Alberta and Saskatchewan Aerial Pesticide, Applicator License, Valid Category One Medical license. Skills Required: Min 2500 Hrs Ag Turbine of which 1000 hrs must be turbine Air Tractor, Proficient in speaking, reading and writing English, Capable of operating Satloc GPS systems, Clean Flight Record, Insurable through our insurance provider. Wages/Salary: $60/Hr based on 40hr/ week, overtime with remuneration. Wages based on acres sprayed, acres sprayed in season depend upon weather and farm economy. Workers compensation provided. Benefits and relocation expenses provided. Email resume including references to info@ kinniburghspray.com. Only successful applicants will be contacted.

Pilot needed at Tradewind Ag Service, located in Texas. We operate 500 and 600 series Air Tractors. Full time commitment preferred. Paul Bruton 979-541-7864

Need a couple of batch truck drivers for a helicopter spray crew. Must have at least a class B cdl license with hazmat. Good driving record. Will be traveling a lot. We pay salary, pre diem, and commission. Contact Danny at 662453-9406 for details Kindersley Air-Spray Ltd. requires 4 Professional Agricultural Turbine Spray Pilots to pilot Turbine Thrush 510s for the 2020 Spray Season. Anticipated Start Date: May 10, 2020, thru September 7th, 2020. Education: Commercial Pilots License, Pesticide Applicators License. Applicants must: have a minimum 1500 hours of agricultural spray experience of which 1000 hours must be on a Turbine Thrush or Air-tractor, up to date medical, be proficient in speaking, reading and writing English, be capable of operating Satloc GPS systems or the equivalence, perform basic maintenance and servicing on aircraft, maintain journey logs following Transport Canada guidelines, have a clean flight record, be insurable through our insurance company. Wage/Salary: $60.00/hr to $70/hr based on 40hr/week. Benefits: Benefits package available, Workers Compensation provided, possibility of a seasonal bonus. E-mail resumes including references to advanced. aviation@sasktel.net Only successful applicants meeting all requirements will be contacted. Kindersley Air-Spray Ltd. Box 2005 Kindersley Sask. S0l 1S0 Office: 306-463-4600 California Crop Duster - Long term pilot job. Call 209-948-9345

Pilot needed for the 2020 season and beyond to operate an AT-502 located in west central MN. We have two locations within 30 miles of each other that you’d operate from. We are a long standing family owned and operated business. The season is from approximately May until September. Please visit our website at www.carlsonag.com to learn more about our business. You can contact Charity at 218-731-1758 to learn more about the position. Looking for banner pilot and loader for spray operation. Possible advancement to our spray operation. Housing provided. Call Bob at 410-251-6224 Helicopter Pilot - Position available spraying in South Texas. April thru November. Room and Board provided with excellent pay. Call Cameron Hendrickson at 815-739-6813 or 815384-5151 Ground Crew/Loader member wanted for a diversified Colorado based ag aviation company. Searching for a capable person that is a team player. Please email references to patrick@ aeroseat.com or call 970-522-1941

Looking for an experienced UH-1 helicopter mechanic. Ag experience preferred but not required. We have a large operation. 3+ ships to maintain. All the spray machines are UH1-B’s. No depot level maintenance. Only intermediate and phase maintenance is done in house. You will be required to oversee and direct maintenance operations and complete all associated paperwork for the helicopters. Please send resumes to TIGERJONES204@ YAHOO.COM Loader needed for North Dakota operation. Great opportunity to possibly work your way up into a seat! Call Rod Mattern at Mattern Spray Service 701321-0767 Opening for full time A&P mechanic/ director of maintenance in Northern California. IA is preferred and experience with PT6 engine is preferred, but not required. Aircraft: Turbine Ag-Cats and Radial Ag-Cats. Benefits are: profit sharing, matching 401k, health insurance, dental, vacation, sick leave, and holiday pay. Willing to help with relocation cost. Contact Alex at 530882-4286 Immediate Midwest position open for an Aerial Helicopter Ag Pilot. Family business seeking experienced Bell 47 pilot for upcoming 2019 season. Ag spraying experience preferred. Great opportunity for the right person. Email rbauer2965@gmail.com or call 815383-9378 Large midwest aerial application business looking for A&P and IA mechanics. Must have Air Tractor and PT6A experience. Starting salary is 7080K if qualified. Must supply a resume and three references. Send resume and references to blindads@agairupdate. com, Subject: ID#2234 or fax to 478352-0025 IA and A&P mechanics needed. Call 870-295-6213 Salary depending on qualifications and experience. Looking for agriculture pilot with S2R-T34 experience in seeding, fertilizing and spraying to work in Guyana, South America. For more information email hr@aslgy.com or call 592-222-1234 ext. 239/226


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281-342-5451 TEL • 281-232-5401 FAX e-mail: logan@laneav.com • www.laneav.com P.O. Box 432 • Rosenberg, Texas 77471 agairupdate.com | A 45

CLASSIFIEDS Help Wanted - Ground Crew position & Mix Truck Operator for helicopter crew. CDL a plus. We will help get CDL. Full time & part time position. Must be willing to travel May thru October. Low time pilots wanted. Guaranteed flight time. For more information contact Caleb Harvey at (706) 577-4220 or email caleb@bsairinc.com.

Trump Shirts “Keeping Ag Aviation Great”. Three different designs featuring an Ag Cat, Air Tractor and Thrush. Colors are Gray, Black, and Red. Sizes Range from Youth medium through 4XL. Shirts cost $25. Contact Storm Aeronautics at 402-367-3213 or send email to parts@stormaeronatuics.com to place an order.

Wanted Immediately! Experienced 502 pilot wanted for North Dakota, South Dakota and Iowa area. Long hours working between multiple airports. Pilot has to be flexible for travel between mid May and mid September. Herbicide, fungicide and insecticide work. Pilots in the last 3 years have been in the 65,000 to 70,000 plus acre range. Great pay! Possibility of getting into an 802 later in the season. Call Rod at 701-321-0767

Crop Duster Video - “The Crop Dusters - The Early Years 1921-1955”; the era of Stearmans and Cubs flying the fields will never be seen again. Available in VHS or DVD. Only $20.00, plus S&H. MC and Visa accepted. Call 478-9872250 Historical Video Productions.

Due to expansion opportunities we are looking for experienced 502 and 802 pilots. Must have knowledge of the latest GPS units. This is a full time turbine position in the Upper Midwest. Historically from May to October. We spray a large variety of row crops. Mostly fungicides, insecticides and micro nutrients no herbicide work. We also do dry fertilizer and cover crops. We are looking for team players willing to grow with us. A pilot with a strong work ethic is desired. Please reply with a resume to Agpilot502802@gmail.com

Toy plastic model Air Tractor. 12” wingspan, removable stand. Great toy for the kids or desktop model. $15 + s/h order online at www.takeofftoys.com or e-mail trevoredwards@sw.rr.com Keep your drink hot or cold in this insulated 16oz Air Tractor Tervis Tumbler. $14.99 plus S&H Made in the USA, Makes a great gift. For more information call 478-987-2250 Vino? They do say ag pilots age like wine. Place your favorite wine in these high quality Rolf wine glasses etched with an ag plane, sold as a Set of 4. $49.99 plus S&H Makes a great gift. For more information call 478-987-2250

Looking for experienced AT-802 and turbine Thrush pilots for the season 2019-2021. Must have experience in fire fighting on Air tractor 802 or Thrush. The pilots will be based in Cyprus for 6 months contract per year. Please send your resume to: aviators@hotmail.gr attention to Mr. Nicolas

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

Full time, year around position, A&P required, IA a plus. Busy shop servicing Air Tractor, King Air and light jets. Location in NW Iowa. Top pay for right individual. Come to the Iowa Great Lakes! 712-262-0070

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

Miscellaneous Sky Tractor Helmets For Sale - SPH4 Large Helmet w/Zulu Light Speed Install $2400. SPH4 Large Helmet w/Bose Install $2400. For more information call Sky Tractor 701-636-5880 Christmas Trump Shirt - Short and Long Sleeve. Youth small through 4XL. Contact Storm Aeronautics at 402367-3213 or send email to parts@ stormaeronatuics.com to place an order. Trump Coffee Mugs ($12) and Kozzies ($4). “Keeping Ag Aviation Great”. Three different designs featuring an Ag Cat, Air Tractor, and Thrush. Contact Storm Aeronautics at 402-367-3212 or send an email to parts@stormaeronautics to place an order

A 46 | agairupdate.com

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

Help your little pilot fly high in dream world with these Bi-Plane PJ’s... Assorted sizes available. $34.99 plus S&H For more information call 478987-2250 DeSpain Collection Customizable Note Cards featuring your favorite Pen and Ink drawing. $19.99 plus S&H For more information call 478-987-2250

Operations For Sale or Wanted Delaware Private Airport For Lease, JOHNSON’S AIRPORT DE09, Turf runway 2243 ft x 80 ft, with clear approaches, Hangar 60 ft x 72 ft with Schweiss Bifold Strap Lift 48 ft x 12 ft 2 in. door. For more information call Al Johnson at 302-670-7373.

Midwest operator looking to expand its operations. We are seeking a 1-2 plane operation to add to our existing operation. We have grown our pilot staff to include 3 young capable pilots all with agronomy degrees. We prefer to expand into the Dakotas but would consider other parts of the country under the right circumstances. We require that the previous owner be willing to help with the transition for no less than 1 year. Well established operator with the means for a cash purchase. Please email all inquires to blindads@agairupdate.com Subject: ID#2751 or fax to 478-352-0025 AGRICULTURAL OPERATION FOR SALE in sunny BRAZIL: 20 years of operation, customers, 04 IPANEMA EMBRAER 201/A AIRCRAFT, 01 CESSNA 188 AG TRUCK, trucks, equipments, spreaders, booms, hangar, 20 acres private runway, 3 homes for up to 10 people, etc. The nicest place to operate and make money in BRAZIL. Fly soybean, rice, corn, forest etc. The area worked can be improved with work hard. Call 954-278-0939 or email wwt.pba@gmail.com FAA 137 Helicopter Spray Operation. Located in Mississippi. Includes airstrip, hangar with office and apartment. Great spot for owner operator, helicopter or airplane. Email all inquiries to blindads@agairupdate.com Subject: ID#1603 or fax to 478-352-0025

Parts - Airframe Sky Tractor Airframe Equipment - Ag Cat Gear Legs 1 1/16” $3,500 & A1590-1 Ag Cat Tail Spring $1,200 For more information call Sky Tractor 701-636-5880 Ag Cat Factory Frameworks, All 4130 weld assys “fixture” per­fect, ready to install, Also, upgrades, hoppers, long fuel, hi-wings, struts/wires, canopy’s, components, special hardware and much more. AgCat Sales & Service since 1971. 870-886-2418/2489F, 759-1692 Cell, frank.kelley@ag-cat. com For Sale: Solid Diffuser for Air Tractor, already tested and endorsed, highest quality, produced with stainless steel plate and rivet, uniform distribution. Manufactured by PBA Aviation. $5,500 Contact Pelopidas Bernardi fone/whats: +1-954-278-0939 AT-502/402 Flaps. Excellent shape. Good paint. $3500 each. $6000 for pair. Call Chad Stuart, Airplane Services, Inc. 850-380-6091 B-Model Ag Cat Wings. Long range fuel. Good paint. $10k each, $35k for the set. Call Chad Stuart, Airplane Services, Inc. 850-380-6091

1960 Piper Comanche Wings Complete with Gear, Paint Fair, No Hail damage. Also have fuselage. $9,000 Call Tanner J. Sotvik at Devils Lake Aero Service 701-520-0229 or 701-662-4416 Super “B” Ag-Cat Wings, fresh paint, metalized, big fuel. $50,000 Call Bill Kingrey at TURBINE YELLOWJACKET PARTNERS LLC. 979-257-6695 AT-402 airframe sandblasted, primed and painted. Comes with belly skin and Turtle deck. Also includes tail spring and tires. Includes tail but needs left elevator. $35,000 Call Bill Kingrey at TURBINE YELLOWJACKET PARTNERS LLC. 979-257-6695 Upper Left Wing Less Wing Tip, Fuselage Frame, 3-1in. Landing Gears, 2 Struts For Wings, New Leading Edge For Aileron, 1 Fuel Tank, Elevators. 541-571-3017 Brand new windshield for an AT-400 or AT-301. $350 Call Colton at 804387-3825 Rudder and Elevator off of an AT-301 for sale. $1,000 Call Mike for details at 352-494-3978. Front seat for a Citabria 7 series and a Maule tail wheel, tire size 8x3.00x4 single arm in fair condition with good bearings and race. Both for $175 Call Don at 402-841-5144 or email flyagrp@cableone.net Smokers/Driftfinders - Minimize your off target drift risk. FAA/PMA’d and STC’d for installation on most Agricultural aircraft. 44 years in business and over 6,200 units in service. For more information Please call Compro Aviation, Inc. 785-899-2294 or visit us on the web at www.comproaviation.com Fresh refurbished AT-402 hopper with lid. $7,500 Call 620-285-5609 REBUILT 29” THRUSH LANDING GEAR IN STOCK & we can REPAIR / REBUILD yours to LIKE NEW STATUS. Johnston Aircraft Service, INC. 559686-1794 / parts@johnstonaircraft. com / www.johnstonaircraft.com Tools for reaming attach bolts Wing Main (Centerwing to Outboard wing) attachment joints for Dromader M-18 per repair service bulletin #e/02.170/2000 Available for rent. Contact Ann at Turbine Conversions 616-837-9428 or email ann@ turbineconversions.com

Parts - Engine 23046-007 Pratt & Whitney Starter Generator. Outright Price Only $6,500 For more information call Sky Tractor 701-636-5880


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agairupdate.com | A 47




-34 Cascade Inlet System. Firewall FWD for S2R Thrush. $35,000 Call Bruce’s Flying Service at 229-7254150 Ground Support Engine Driven Transfer Pump, Zanoni Equipment’s all stainless steel construction paired with a Honda 13 HP motor. Special introductory pricing orders received by January 31, 2020. Contact Mark@ turbineconversions.com for more info.

Parts - Other Collins Dynamics A/C unit for a Thrush, new inbox, $4999 OBO Call 337-2247803 for details. 2013 AT-502B Firewall forward parts: Engine mount, cowling and Ram Air filter system. All parts with less than 1400 hours total time. Very clean and well maintained AT-502B. Call Cascade Aircraft Conversions for more details 1-509-635-1212

For over 30 years, ISOLAIR has been manufacturing industry leading helicopter systems for the firefighting, forestry and aerial application industries. With a broad line of certified and custom For over 30 years, ISOLAIR has been manufacturing industry leading helicopter systems for the helicopter equipment, ISOLAIR has the system to fit your company’s needs. From agricultural spray firefighting, forestry and aerial application industries. With a broad line of certified and custom systems andequipment, bucket spreaders firefighting grapples torches, ISOLAIR can helicopter ISOLAIRtohas the systemsystems, to fit yourforestry company’s needs.and From agricultural spray and will do it forestry all! systems and bucket spreaders to firefighting systems, grapples and torches, ISOLAIR can With competitive pricing, quality assurance, to itinstall andeasy will do all! products, and an ongoing commitment to customer service, we welcome you to contact us.toOur friendly and and knowledgeable staff is ready to With competitive pricing, quality assurance, easy install products, an ongoing commitment answer your questions help you the ISOLAIR best meet your to customer service, weand welcome youfind to contact us. Oursystem friendlythat and will knowledgeable staff isoperational ready to answer your questions and help you find requirements. the ISOLAIR system that will best meet your operational requirements.




27600 SE HIGHWAY 212

GRESHAM, OR 97030 U.S.A. BORING, OR 97009 U.S.A. PHONE: +1 (503) 492-2105 PHONE: +1 (503) 492-2105 FAX:FAX: +1 (503) 492-2756 +1 (503) 492-2756 EMAEmail: isolairinc@gmail.com



Cockpit adjustable flow control kit. Manual control or GPS variable rate ready. Integrates into existing hydraulic systems. More info at Kawak Aviation Technologies 541-385-5051 www. kawakaviation.com Thrush S2R STC battery retrofit kit. 300% longer battery service life.  200% faster starts. Battery replacement cost 25% of original.  For more information call Kawak Aviation Technologies at 541-385-5051 or visit www. kawakaviation.com

Position Wanted I’m looking for a ground crew position. Currently in Nebraska, my wife and I are looking to relocate to a (preferably) warmer climate. I have 5 years experience loading/managing airplanes, experience with Flightplan, 15+ years in agriculture, Class A CDL with Hazmat/ Tanker, Private pilot license as well. Call or text Josh at 402-460-8586 Thanks in advance. Hello, My name is Devin Brown. I’m a 180 hour commercial pilot, instrument rated, with complex and tail wheel (9hrs) endorsements. I have three years loading experience and a B.S. in Aviation with a focus in agriculture from the University of Minnesota. Veteran of the U.S. Coast Guard. Please hire me! Thanks! 804-516-8837 docholiday89@gmail.com

C U LT I VAT I N G MISSISSIPPI Explore the History of Agricultural Aviation National Agricultural Aviation Museum Monday-Saturday 9a-5p 800-844-TOUR

Propellers For Outright Sale: Overhauled 5-Blade Prop. Hartzell HC-B5MP-3C. Fits AT502A, 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 at 210-924-5561 or email sales@dixieair.com

Exit 98B • Lakeland Drive • Jackson



2015-MSAG-PlaneAd.indd 1

A 48 | agairupdate.com

7/21/15 8:32 PM

QUALITY Propellers For Sale 33D50-6601A18 OHC............... $29K 23D40-6601A19 OHO............... $28K 22D40-6533A12 OHO............... $25K 22D40AG200-2 418-SOH.......... $22K 12D4DAG100-4S 375-SOH.......... $19 K 12D40AG100-2 828-SOH....... $18K 2D30AG100-2 OHC................... $23K HC-B3TN-5M/T10282N+4. Call AmAg, 870-886-2418/2489F frank. kelley@ag-cat.com Hartzell Prop HC-B3T10-3D, Blades T10282N +4, Prop Assy, Buckhead, Spinner, OSTMOH Prop. $28,000 Call Bruce’s Flying Service at 229-7254150 Used 5 Blade Hartzell HC-B5MP-3C, 572 hrs since overhaul $15,000 Call Chad Stuart, Airplane Services, Inc. 850-380-6091

Real Estate Lot for sale: 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. $25,000 OBO. 478.987.2250

Seat Wanted Young, energetic ag pilot. 3700 Total 2575ag, 625hr in 802, the rest in other AT models. Herbicide, dry, and seeding experience. Prefer a roughly 4-6mo season but open to discussion on longer. Please email brief description of the position and contact info to ravenflight1@gmail.com Resume and references available on request. Thank you. Agricultural pilot seeks long-term position in Midwest or other states. Corn run is fine. A definite team player. Looking for a professional operation with well maintained equipment. Willing to relocate to any state. 7,800 hours AG time, most in 500 gallon turbines: row crop, tree crop, and some herbicide. Thank you for your consideration. Please email all inquiries to 1spraypilot724@ gmail.com Pilot Looking For Heli Seat - Bell 212, UH, Rangers, 500s, 133, 137, 135 AG. OAS Cardable, Extensive experience with mosquito Vector control. 40 years of ag pilot experience. Call Andy at 850-686-2020




PT6 Engines ready for immediate shipment

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Stock changes daily. Please contact us for current availability. We also buy PT6, PW100 & PW500 ENGINES in any condition.

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Stephanie Williams - President stephanie@southerfield.com John Lott - Parts & Maintenance john@southerfield.com www.southerfield.com

223 Frankie Williams Road, Americus, GA 31709 Phone: 229-924-2813 Toll Free 866-924-2813 Fax: 229-924-4356


Southeastern Aircraft Sales

Trade with members of NAAA


2013 AT602-1232 N310KP PT6A-65AG 3990.7 Hrs TT A & E, fresh HSI at sale, Satloc Bantam, Flow Control, Wingman, single point fuel, Lane electric brake & fan, factory A/C and heat. Price reduced for quick sale $650,000 PT6A-34AG S/N PCE-PH0187 TTSN 8131.1 Hrs. TSLO 1259.0 Hrs. TSHSI, test cell and long term preservation 0.0 Hrs. .................................................................................................................................................... $195,000

2020 Air Tractors all models available

reserve your spot today


AIRCRAFT SALESagairupdate.com & SERVICE | A 49

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

CLASSIFIEDS I’m a first year ag pilot looking for a 2020 Seat and beyond. I have 220 tailwheel hrs., 20 AT-301 hrs., 45 ag hrs. I went to Eagle Vistas’s Ag Aviation school and hold a commercial pilot license. I am willing to relocate and invest myself in your operation. If your interested or want more information call Reed at 806-736-0567 or email me at reedakoehn@gmail.com Thanks! Available for 2020 season and beyond. 5700TT 2500AG. Have flown Air Tractor’s and Thrush’s, PT6’s and Garrett’s. Experience in herbicide, insecticide, fungicide as well as dry work. Contact 402 807-5020 Previous owner/operator available short term or possibly long term for a good turbine Air Tractor operation. Extensive history of subcontract work around the country. Highly productive and efficient. No accidents or violations. Quality applications of liquid and dry work. SATLOC, flowcontrol, and shape file work since 1995. 8000 TT, 6500 ag, 3500 turbine. Call 701-541-0102 leave message. Looking for 2020 Seat, 9304 TT, 7680 Ag Time, 136 Turbine Time. Round, Flat or Turbine. Resume available upon request. Call Cory at 507-456-6906 or email coryb70@hotmail.com

Ag Pilot Seeking a Seat for the upcoming season . 1093 TT, 779 Ag, 85 Turbine. Herbicide Experience. Extensive Farming Background. A&P Mechanic with Ag Aircraft Experience. PAASS attendance. Resume with References Available. Please Email javiation@icloud.com Level 1 SEAT Fire Pilot looking for a fire contract for the 2020 season and beyond. 1-812-350-7709 Currently flying Thrush 510, Robinson 44, Robinson 66 and King Air C90. Experience in liquid application, aerial seeding and aerial fertilization. I am also URT (Upset Recovery Training) and aerobatics flight instructor giving instruction for more than 80 pilots already including AG pilots on how to recover airplanes form upset attitudes. Pilot Licenses: ATP, IFR Helicopter, CFI, TT Rotary Wing 1,500 hours. Helicopter Flight Instructor: Robinson 44: 1,300 Hrs. (Piston), Robinson 66: 500 Hrs. (Turbine), Period: 2010 to now. Fixed Wing Commercial Pilot 2.500 hrs, FLIGHT INSTRUCTOR IFR, Ready for ATP license, Turboprop: 850 hours King Air C90, IFR: 410 hrs., Night Flight: 175 hrs, Flight Instruction: 200 hrs., Glider Flight Instructor: 420 hrs. Period: 2010 to now. Resume is attached and references available upon request. email dcerioni@prodeman.com.ar

AIRCRAFT SALES • AIRCRAFT MAINTENANCE • AIRCRAFT PARTS Tel: 320.587.7615 info@asijet.com asijet.com

Centrally located at KHCD airport in Hutchinson, Minnesota. ASI Jet is an Authorized Thrush Aircraft Dealer and Service Center with over 30 years of experience. Specializing in New and Used Aircraft Sales, Heavy Airframe Maintenance and Installations, Wing Spar AD compliance, Parts support, and More! Give us a call, we are here to work for YOU!

A 50 | agairupdate.com

South African pilot, 56 year old, experienced on radial and turbine engines. Holder of South African commercial license, single and multi engine, IF and Ag ratings. AG Aircraft types PA 25, PA36, G164B, Air Tractor 301/401/402 B, Thrush 510 S2R-34T. Willing to relocate anywhere in the US or Canada, kindly email: craighhamman4@gmail.com

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

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

1995 International Water Fuel/Support Truck, COF-9670, 11.1L L6 Diesel. VIN: 1HSRDALR3SH614838. Make an Offer. Located at the Fort Stockton, TX Airport, KFST. Price reduced to $6,500 Call George at 409-656-5998

1984 GMC Black Tank Truck, 4 compartment units for fuel in tank with pumps. Formerly Texaco engine 454, five speed transmission, 2 speed axle. $2,700. Buyer pick up item after sale. 979 219-9351

Vehicles Loader Truck - New Flip Over Auger System, Fuel Scales, Automatic, A/C, Ready to go! Call 870-931-8485

Truck & Fire Retardant Tanker For Sale. Asking $10,000 for the pair or make an offer. Located at Fort Stockton, TX Airport KFST. Call Cameron Towne 409 781-5511 or email camchevyt@aol.com Fertilizer Loader Truck - F350 fertilizer loader truck, steel bin and 10” tube. Cab rusted but dependable $5000 Call Dave at 509-520-8267

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

We build loader trucks to your specifications. Stainless Steel Straight and Fold Up. Mild Steel Straight and Fold Up. Mild Steel Hopper w/ Stainless Steel Tube. Been in loader truck business since 1980. Call Pat Ballard Office:870-697-2004 Fax:870697-3568 185 Hwy. 42 West, Hickory Ridge, AR

Wanted to Buy I am looking for a Swathmaster for 802A, for 10” gate with 10ft wings. Call 979-234-2482 Wanted to Buy - All models of Cessna 206, does not need to have an engine. If you have one sitting in your back field turn it into cash by emailing ann@ turbineconversions.com Wanted: Have cash for Late Model, Low Time Air Tractor 402 and 502. Must be priced at wholesale. Call Darryl at South Delta Aviation - 479-935-4891 / 870995-1323 nights and weekends.

International Advertising Index Aero Innovations......................... 19A Ag Air Aircraft............................ 30A Ag-Nav, Inc.................................. 3A Agrinautics................................. 35A Air Repair, Inc............................ 15A Air Tractor Inc.............................. 2A Aircraft Accessories of OK........... 43A Airplane Services........................ 30A American AgViation.................... 30A Auto Cal.................................... 15A ASI Jet Sales, LLC...................... 50A Aviation Hose Shop..................... 17A Aviation Products Systems........... 45A Aviation Specialties Unlimited...... 19A Cascade Aircraft Conversions ...... 27A Covington Aircraft....................... 52A Desser Tire and Rubber Co. .. 15, 47A Dyna Nav Systems, Inc. ............... 5A Electrode................................... 30A Flight Grip, LLC.......................... 30A Frost Flying................................ 43A Government Sales....................... 30A Insero........................................ 51A Isolair, Inc.................................. 48A Jetset Airmotive Co., Inc............. 30A Johnston Aircraft Service............. 37A Kawak Aviation Technologies....... 17A Lane Aviation Inc.................. 39, 45A Micro AeroDynamics .................. 27A Micron Sprayers Limited.............. 45A Mid - Continent Aircraft Corp....... 17A NAA Museum............................. 48A Orsmond Aerial Spray Pty. Ltd..... 35A Portage Aircraft Specialties ......... 43A Pratt & Whitney Canada.............. 29A Preferred Airparts....................... 47A Prop Works.................................. 7A SATLOC..................................... 21A ServAero.................................... 30A Sky Tractor LLC.......................... 41A Southeastern Aircraft Sales.......... 49A Souther Field Aviation, Inc.......... 49A Standard Aero............................ 25A Storm Aeronautics........................ 7A Thrush Aircraft............................. 9A TracPlus.................................... 41A Transland .................................. 23A Turbine Conversions LTD............. 35A Turbines, Inc.............................. 47A Universal Turbine Parts .............. 49A

Pratt & Whitney Canada Distributor and Designated Overhaul Facility (DDOF)

Specializing in the Maintenance and Overhaul of the PT6A, R985 & R-1340 Engines

www.covingtonaircraft.com Ph. (918) 756-8320

Se Habla Espanol • FAA Repair Station No. CP2R750K

Profile for AgAir Update

June 2020 - U.S. Edition in English