AgAir Update | April 2022

Volume 40, Number 4 APRIL 2022

NAAA BOARD | PILOTS WITH MEETING INSIGHTS ADHD

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DISTRACTED FLYING

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W W W. AG N AV.C O M

IN THIS ISSUE

Volume 40, Number 4 APRIL 2022

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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@marsaylmedia.com • agairupdate.com AgAir Update is a Marsayl Media Publication

PRESIDENT: Graham Lavender - graham@marsaylmedia.com VICE-PRESIDENT: Bill Lavender - bill@agairupdate.com SECRETARY: Sandy Lavender - sandy@agairupdate.com ACCOUNTING: Casey L. Armstrong - casey@marsaylmedia.com ADVERTISING: Melanie Woodley - melanie@marsaylmedia.com CLASSIFIED ADS: classifieds@agairupdate.com Melanie Woodley - melanie@marsaylmedia.com PRODUCTION: Daniela Constanitno - daniela@marsaylmedia.com Deborah Freeman - deborah@marsaylmedia.com CIRCULATION: subs@agairupdate.com Mary Jane Virden - maryjane@marsaylmedia.com

Locust Spraying in Madagascar

FEATURE A20

Thrush Wing Spar AD 2009-26-11 Are you clear with compliance?

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Distracted Flying

B1

NAAA Spring Board Meeting

B14

Flight Discipline

B20

Pilots with ADHD

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Nebraska Convention

From the Cockpit | Bill Lavender

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Calendar of Events | See What’s Happening

B26

Low and Slow | Mabry I. Anderson

B34

Wing and a Prayer | Carlin Lawrence

B36

Regina’s Perspective | Regina Farmer

B14

20 Years Ago | Bill Lavender

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Management Chat | Rafael Correa da Costa

36

NTSB Reports | Accident Synopses

46

Hopper | Browse the Marketplace

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Classifieds | Get Serious About Selling

LATIN AMERICAN REPS: Noelia Burgeus - noeliburgues@gmail.com Ernesto Franzen - ernesto@agairupdate.com Guillermo Giordana - aravia@aravia.com.ar Gina Hickmann - gina@agairupdate.com Pat Kornegay - pat@svatx.com Ivan Parra - ivan@agairupdate.com Marcia Specht - marcia.specht@gmail.com © Copyright 2022 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.

IN EVERY ISSUE 06

CONTRIBUTING WRITERS: Ted Delanghe - ted.delanghe@gmail.com Robert Craymer - robertc@covingtonaircraft.com Regina Farmer - regina.farmer@chem-man.com Carlin Lawrence - carlin@agairupdate.com Ryan Mason - ryan@agairupdate.com Michelle Miller - michelle@thefarmbabe.com

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 world-wide. AgAir Update is a proud member of:

On the cover: The Eurocopter AS350 used for locust control in front of the unique Baobab tree.

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FROM THE COCKPIT

Bill Lavender bill@agairupdate.com

40 years of AgAir Update AgAir Update has been bringing ag aviation news to ag pilots for a long time, at least 40 years. I have been involved with the publication for most of those years. It has been challenging to find the origin. The publication is probably older. I simply don’t have any records older than 40 years. I know, from memory, that June Ayres, wife of Fred Ayres, at one time edited AgAir Update for the Georgia Agricultural Association and I believe was followed by the Dixons, at the time operators in south Georgia.

I consider one of my best accomplishments during my 49 years of flying.

At some point in the very early 1980s, I became involved in the one-page-two sided “newsletter.” I was serving on the board of the GAAA and had been an operator since 1976. I didn’t know anything about publishing. I couldn’t type. I was a “crop duster”! Well, it was voluntary work, and none of the other board members knew any more than I did about publishing.

A very close friend came from a newspaper family to my good fortune. He convinced me to turn the 8.5”x11” newsletter into a newspaper. The most significant problem for me was finding all the content for the minimum press run of eight pages, from two small to eight large pages. I will never forget my newspaper friend saying, “We’ll fill it with pictures.” Of course, he was motivated to help me with this project because his company would be printing it. Now, at over 100 pages, the challenge is still the same!

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Print and mailing costs increased when I changed from a newsletter to a newspaper. I needed to find a source of revenue to pay these bills. The GAAA and I had made a deal that if I made sure all GAAA members received a free subscription, I could own the publication and any revenue and bills it incurred. Those were scary times. Luckily, I wasn’t dependent on AgAir Update for an income since I was still flying ag.

After changing to newsprint, one of the first things I did was expand the subscription base to Florida and Alabama, the other two states in the tri-state SouthEastern Aerocultural Fair (SEAF). At the time, subscriptions were free.

I had recruited a few advertisers, namely Southeastern Aircraft Sales & Service, Thrush, Air Tractor, AirSouth Insurance, and a few others, which are still advertisers in AgAir Update after nearly 40 years. I expanded the readership to include the southern states from Texas eastward to the Atlantic Ocean.

By 1990, with success in the South and demand from the rest of the U.S. and parts of the world, I took the publication worldwide with a paid subscription. It wasn’t long before Latin-speaking countries took an interest in AgAir Update. This was when the journey into Central and South America began in the early 1990s. Bringing the entire worldwide ag aviation community together through AgAir Update, I consider one of my best accomplishments during my 49 years of flying.

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The year 2000 came, and I had to make a decision. Up until then, I had not taken a salary from AgAir Update, depending on my ag flying and other business ventures for an income. I was 47 years old and not getting any younger. I would have to decide between ag flying and the much more time-consuming AgAir Update. That’s when I hung up my helmet for ag flying for hire. I had completed a 27-year career flying ag. That was 22 years ago. Yeah, do the math. I’ll be 70 this year. How did that happen?

To my good fortune, my son, Graham, grew up in both the ag flying business as an infant and the publishing businesses from the age of about 15 years old, 27 years ago. Graham worked for me while in high school. He went off to college for a couple of years, then returned to work full time for the newspaper. As often happens in a working father-son relationship, we did not see eye-to-eye. He left to seek his fortune in public safety, from a fireman to a paramedic and finally a flight paramedic on a helicopter.

After about eight years, Graham grew tired of the medical field and wanted to come back to work at AgAir Update around 13 years ago. I am sure glad he did. He helped A 8 | agairupdate.com

further expand the publication, growing it in content and publishing formats. Of all things Graham did at AgAir Update, one of the most notable was being responsible for the present-day magazine format.

On January 1, 2021, I sold AgAir Update and its affiliate publication, AerialFire, to Graham. I had already started taking a backseat from operations a few years earlier, but now I have moved even more towards retirement. I still participate in the publishing of AgAir Update, such as my editorial, some articles, and hard-earned advice. And I will continue to handle AgAir Update’s two Latin versions.

I have not one moment of regret with the way everything evolved and continues to evolve. Forty years of AgAir Update has been a true blessing.

Until next month, Keep Turning…

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CALENDAR OF EVENTS agairupdate.com/calendar

April 11-15, 2022 SD (multiple locations) Operation S.A.F.E. Analyst Training Opportunities

Garwood, TX Dr. Gardisser Phone: (501) 676-1762 dgardisser@wrkofar.com May 11-12, 2022 Park Rapids, MN Operation S.A.F.E. Analyst Training Opportunities

Garwood, TX Dr. Gardisser Phone: (501) 676-1762 dgardisser@wrkofar.com May 13-14, 2022 Sterling, CO Operation S.A.F.E. Analyst Training Opportunities

Garwood, TX Dr. Gardisser Phone: (501) 676-1762 dgardisser@wrkofar.com August 19, 2022 Brazilian Ag Aviation Day October 20-23, 2022 VIII Expo Congreso Aviación Agrícola 2022 Hotel Fiesta Americana

Puerto Vallarta, México adriana.garduno@ aviacionagricola.com.mx 55-55712072 ext 107 WhatsApp 5539777805

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October 2022 CaAAA Annual Convention

December 5-8, 2022 NAAA’s Ag Aviation Expo

January 2023 AMAA Convention

TBA Terry Gage 916-645-9747 terry.gage@caaa.net caaa.net

Knoxville Convention Center Knoxville, TN Lindsay Barber Tel: 202-546-5722 Fax: 202-546-5726 information@agaviation.org

TBA Colleen Campbell 406-781-6461 www. montanaaerialapplicators.org

October 2022 KsAAA Annual Convention

TBA Rhonda McCurry 316-650-6857 kaaa@ksagaviation.org ksagaviation.org November 2022 Mid-States Ag Aviation Convention

TBA Garrett Lindell 309-582-5445 garrett@lindellaerialag.com November 2022 CoAAA Convention and Trade Show

TBA Jessica Freeman 970-217-5239 jessica@coagav.org www.coagav.org

January 2023 TxAAA Convention

TBA 512-476-2644 January 2023 LaAAA Convention

TBA 337-230-9952 edward@ekrielowcpa.com www.laaaonline.org January 2023 ArAAA Convention

TBA Katherine Holmstrom 501-503-3310 Katherine@araaa.org www.araaa.org January 2023 OKAAA Convention and Trade Show

TBA Sandy Wells 405-431-0381 sandy@okaaa.org

January 2023 NM AAA Convention

TBA Sue Stewart 940-864-2456 dandsaerial@aol.com www.nmagaviation.org March 16-18, 2023 Canada AAA Conference and trade show

Regina, SK Canada Phone: +1 780-413-0078 Fax: +1 780-413-0076 info@ canadianaerialapplicators.com canadianaerialapplicators. com/conference February 29-March 2, 2024 Canada AAA Conference and trade show

Banff, AB Canada Phone: +1 780-413-0078 Fax: +1 780-413-0076 info@ canadianaerialapplicators.com canadianaerialapplicators. com/conference

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Locust Spraying in Madagascar

by Christophe Drurant In April 2021, Madagascar observed an increase in the locust population, “Locusta migratoria capito”, and a locust control intervention program was quickly established. "Preserving the food security of the populations is the main objective,” according to Catherine Constant, the FAO coordinator on site (Food and Agriculture Organization, a branch of the United A 12 | agairupdate.com

Nations). Badr Edine accompanied her to carry out this laborious mission. The sponsor and coordinator of operations were the FAO with the agreement and support of the Malagasy Ministry of Agriculture. The main sponsors of this program are the German government and the World Bank, plus donations from the Kingdom of Morocco and other partners have also helped with the funding.

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Day of departure: (L-R) Lemu and Desmond (mechanics), Author (pilot), Jean-Dominique Verdet (workshop chief), Olivier Pascual (pilot), Guillaume Lenvoise (Level Up manager), and Cyprien (mechanic).

Day of arrival at the destination, Tulear, South Madagascar.

This year, the risk of an explosion of locust swarms, mainly in rice fields, is extreme. The best solution is locating the locust bands and eradicating them before they turn into vast swarms of reproductive adults. Level Up, a Kenyan company, has provided aerial spraying for Madagascar since December 2021 and should extend until June 2022. The last major locust campaign in Madagascar was 2014-2016.

Fellow pilot Olivier Pascual and I carried out the delivery in December 2021 of two Level Up aircraft on a flight from Nairobi to Tulear in Madagascar, a challenge at all levels; administrative, meteorological, and a sea crossing of several days. The journey required stopovers in Mombassa (Kenya), Dar Es Saalam and Mtwara

(Tanzania), Moroni and Mayotte (Comoros), Mahajanga (Madagascar).

It is interesting to note because of the lack of road infrastructure, the helicopter, for both our travel and for spraying during this operation, provided a tremendous advantage. The roads are in poor condition and regularly damaged by tropical rains. In February 2022, two cyclones spaced 15 days apart (Batsiraï and Emnati) interrupted the mission for seven days. To make this 1000 km trip by land would typically take three long days in a 4WD vehicle. The secondary road network is only possible with a 4WD vehicle.

It is easy to understand that the use of the helicopter is essential to quickly identify the development of the locust swarms and ensure precise interventions. ➤ agairupdate.com | A 13

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Landing after locust scouting close to Betioky, South Madagascar.

Locusts clinging to our tents.

Manja, where the camp is located, takes nine hours of travel in a 4WD vehicle to reach the airport of Tulear, where Jet A1 is available. To mitigate this challenge, we bought JetA-1 and pumped it into five barrels of 200 liters (52.3 gallons) each. The 6x6 truck, with a 12-ton empty weight normally reserved for this mission, was temporarily unusable. This was because halfway, the road crosses the Mangoky River. To continue on the road, a ferry must be used with a maximum load limit of only 10 tons. The price of fuel and chemicals delivered is costly. Attempting to complete this mission by land would be a monumental task. Thus, helicopters are used for these two distinct missions:

me to inspection sites where it was confirmed, either by prior information or by various landings, to areas known historically for traditional egg-laying, development, and the formation of locust swarms.

Scouting the locust population is done with the support of the IFVM (Ivotearana Famongorana Valalaeto Madagaskara), the driving force for the fight against locusts of Madagascar. I flew agents of the IFVM, who directed A 14 | agairupdate.com

The helicopters that Olivier and I use are AS350 B3 Ecureuils (or Squirrels) equipped with AgNav GPSs. The spray systems are a Simplex unit on one and an Isolair unit on the other, each with four Micronair 5000 atomizers mounted on the skids. ULV applications are made at one-liter/hectare applying Chlorpyrifos 240 ULV using 100-meter swaths.

This allows the chemical to reach mature locusts capable of flying. Teflubenzuron 50 ULV is used for treating developing larvae with a swath of 100 meters spaced every 400-500 meters. The larvae travel on the ground and eventually reach the treated strip, allowing for a good compromise between maximum targeting and pesticide savings. ➤

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Sometimes, we use Cyclone, a mixture of organophosphate with 20% pyrethroid, to ensure an initial contact and delayed action. The treatment takes place early in the morning. The spray areas are defined by scouting the previous day. Applications are made before hot, daytime temperatures trigger the flight of swarms. For environmental reasons, buffer zones are used around urban areas, rivers, etc.

Sometimes days can be intense with spraying in the morning and scouting in the afternoon. Also, our mechanic and his entire team inspect and make any necessary repairs and A 16 | agairupdate.com

adjustments to the spray equipment daily.

A locust control campaign is inevitably expensive and time-consuming to prepare and make plans many months in advance. It is a real feat to estimate future pesticide needs on Malagasy territory considering the manufacturer is located in another distant country. The treatment areas are guesstimates derived from the previous locust campaigns and the present larvae level (an omen of future infestations).

Transport logistics are complicated, considering the number of active ingredients available and the needed administrative authorizations for use. ➤

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Manja Camp base: (L-R) Author, Jonathan Olek (aircraft mechanic), Hans Rambelomanana (logistic manager), Badr Edine (FAO coordinator), Nicolas (guard), Sitraka (mechanic helper), Hery (cook chief), and Manantsoa (cook assistant).

For camping in the bush, support logistics are vital. One helicopter requires the following: • One pilot • One aircraft mechanic • Three helpers • One logistics manager • Three vehicles • One cook and one assistant cook

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INTERNATIONAL The presence of expensive and sensitive equipment requires two full-time guards for night surveillance. The Ministry of Agriculture also provides one 4WD vehicle and a 10-ton, empty weight 4WD truck for transporting insecticide drums and transfer pumps, along with a group of four people for handling. This second crew and the scouting crew have their camp, which adjoins ours, depending on the location.

Every 5-20 days, the camp changes locations, constituting a genuine expedition for everyone.

Currently, two campsites are operating this way during this locust swarm control. Everything is being done to ensure the common goal: food security for the Malagasy population.

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Thrush Wing Spar Ad 2009-26-11 - Are You Clear with Compliance?

FAASTeam Notice Type: General Information Notice Date: Thursday, March 3, 2022 Notice Number: NOTC2292 AD 97-13-11 was issued to address an unsafe condition and accident caused by fatigue cracks occurring in the lower spar caps. AD 97-13-11 was superseded by AD 97-17-03, AD 2000-11-16, AD 2003-07-01, AD 200607-15, and AD 2009-26-11. AD 2009-26-11 requires repetitive inspection of the 1/4-inch and 5/16-inch bolt hole areas on the wing front lower spar caps for fatigue cracking, repair or replacement of any wing front lower spar cap where fatigue cracks are found, and replacement of the wing front lower spar caps when a life limit is reached. Prior to or after wing front lower spar cap replacement, if replacement via Avenger STC SA03654AT is not chosen, options are provided for the required repetitive inspections based on the various available methods for replacement. The FAA is concerned these options, as provided by Table 3, Table 4, and Table 5 of the AD, could be misinterpreted.

MISSION WORK IS TOUGH.

For the maximum inspection interval (Table 5) to be used, which is every 900 or 1,250 hours time-in [1] service (TIS) based on the inspection method utilized, Thrush Custom Kit CK-AG-41 Rev A must be followed in its entirety. No deviations from the instructions of CK-AG-41 Rev A are allowed in order to be eligible for the maximum inspection interval. This includes all parts contained within the kit, and any additional parts noted as required due to different aircraft or wing configurations.

If CK-AG-41 Rev A is not followed in its entirety, but the “big butterfly” plates and lower splice plates of the custom kit are installed as part of the wing front lower spar cap replacement, then this will allow forthe inspection interval prescribed in Table 4 of the AD, which is every 450 or 625 hours TIS, again depending on the inspection method utilized.

The minimum inspection interval of 250 or 350 hours TIS (Table 3), must be followed if only the affected or both wing front lower spar caps are replaced, with no additional structure.

For all replacement options, no parts are to be reused if replacements are provided as part of CK-AG-41 Rev A.

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SPREADING THE FACTS Michelle Miller - michelle@thefarmbabe.com

Are Farms Really Factories?

Opponents of the agriculture industry, particularly those against livestock, always use the term “factory farm” to scare consumers. What exactly would a ‘factory’ type of farm even look like? Some would picture a dreary place that doesn’t care and that’s certainly not what you’d see on the millions of farms out there. Next time you hear this uninformed term, use the facts below to straighten the record. Here’s what I see, and what others would too, if they took the time and toured more of these large scale farms:

1. Families, Being Families 97% of farms are family-owned, and 75% of farmers live right on the farm where your food is growing. I see kids growing up, learning valuable lessons about life, work, priorities, hardship, and everything else that comes with a profession relying on mother nature. One survey shows that 64% of farmers are generational, taking over the A 22 | agairupdate.com

operation from the family members before them. Family is so big that 63% of the agricultural products sold in the U.S. come from large family farms, an additional 15% comes from small farms and ranches. This means less a quarter of the ag products sold in our country come from non-family farms. Agriculture is a family profession.

2. Experience Over 71% of farmers have been farming for over 10 years.

This isn’t a profession you just jump right into and start making millions and then hop to the next big thing. Farming & ranching take hard work, dedication, and most of all, passion. Many farmers are even college-educated, with over 36% having at least a bachelor’s degree and even more with an associate or some type of certificate. These industries take time to build. ➤

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Opponents of agriculture industry, particularly those against livestock, always use the term “factory farm” to scare consumers. What exactly would a ‘factory’ type of farm even look like? Some would picture a dreary place that doesn’t care and that’s certainly not what you’d see on the millions of farms out there.

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3. Small Farms

5. Passion

When I think of factory production, it makes me think big. Factories focus on fast-paced, profitdriven motives, the opposite of agriculture. In fact, 87% of farms in the United States gross less than $250,000 each year, their net profit being substantially less. Majority of farmers take a second job to make ends meet, 62% of farmers worked off the farm according to the last census. Again, these aren’t people raking in profits at the expense of consumers. These are good, hard-working salt of earth people who care and do what they love.

Most of all, I see passion in the eyes of agriculturalists. These are a group of individuals who genuinely love what they do.

Farmers and ranchers love to work the land, tend to their animals, and reap the benefits of truly enjoying their careers. Ag pilots have a passion not found in commercial aviation.

Through the struggles, farmers, ag-pilots, and others involved in agriculture are still passionate about their industries, they are committed to feeding, clothing, and fueling the world regardless of the personal sacrifices they may make to do it.

4. Opportunity Agriculture is one of the greatest professions with available opportunities. The industry needs are so varied that essentially any one with any type of skill could find a place somewhere in the profession. From people like me, who are speakers and can advocate, to techies who can fly imaging drones over crop fields, to highly skilled pilots that protect the crops that farmers grow, even those engineers working in real factories developing the next line of technology to improve a practice. There is something for everyone in agriculture and the opportunity doesn’t stop at entry-level positions (like they might in a genuine factory).

Don’t be fooled by those who paint a gloomy picture of agriculture. “Factory” farms aren’t real. Large farms are a critical part of our food system and while there are many “factories” that are a part of agriculture they certainly aren’t on the farm. The only factories I’ve been in are processing/packing plants, machinery factories, and factories making the very goods you purchase from the grocery store. Get to see the accurate picture of a farm by reaching out to operations near you, I’m sure many of them would love to show you around what a real, non-factory farm is regardless of size or fancy label.

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INTERNATIONAL

Distracted Flying

By Ted Delanghe

A pilot’s number one priority is to maintain positive control and not hit the ground.

The pilot of a crop duster that plowed into a field was concentrating on tasks inside the aircraft’s cockpit rather than looking out the windows when he experienced a loss of situational awareness and crashed.

This excerpt from a Transportation Safety Board report highlights the consequences of becoming distracted by losing situational awareness – knowing what is going on around you. The aircraft was written off, but fortunately, the pilot recovered from his injuries sustained in the accident and returned to flying. Many can relate to such circumstances either through first- or second-hand experience.

The Golden Rule A pilot’s number one priority is maintaining positive control and not hitting the ground.

This ‘golden rule’ is sound advice for aviation in general, but even more so in the challenging world of ag aviation, where you are often operating at the outer fringes of the flight envelope at a very low level.

Distracted Flying Distracted flying is any activity that diverts attention from flying, and there are a lot of A 26 | agairupdate.com

them. Talking or texting on your cellphone, eating and drinking, checking out a work order – the list goes on and on. All take your attention away from your primary responsibility of ensuring positive control of the aircraft.

With an application speed of 125 mph, you cover 183 feet per second. At a standard boom height of 8-10 feet, the landscape is zipping by at a pretty good clip, along with dangers such as telephone poles and wires, high tension towers, trees, buildings, etc., coming your way in a hurry. Even for a second or two, any distraction can make for a bad day at the office. You cannot fly safely unless the task has your full attention.

In addition to many potential distractions, aviation can throw some additional monkey wrenches into the action through a wide assortment of visual and sensory illusions, vestibular and otherwise. Add to that the always present danger of fatigue affecting a pilot’s judgment, and you have a situation that demands your full and undivided attention.

INTERNATIONAL

While the basic technique behind each application is straightforward - flying back and forth across a field following the swath guidance - numerous other tasks vie for your attention. Ensuring you are at the correct location. Checking the amount remaining in the hopper, checking and adjusting the correct flow rate, watching for potential hazards, ensuring you are not drifting materials into other fields. You can get into “task saturation” pretty quickly, something especially risky when fatigued.

The Paper War If you need to do something that requires more than a glance during an application, put your paperwork – whether actual paper or electronic – away until you are at a safe altitude and airspeed. Trying to check a work order or other item while wallowing around near max gross is not fun at any time, let alone near the ground. And by a safe altitude, that means not only high enough to ensure you leave a large margin of safety from accidental contact with the ground but high enough that towers and other structures do not come into play. And never, but never, answer or talk on the radio or your cellphone unless you are at a safe altitude or on the ground and parked.

Plan Ahead As is often said, an ounce of prevention is worth a pound of cure. That starts with spending the time and effort required to make all parts of your operation seamless. Make your work order a model of simplicity and clarity so that the pilot receives only required information in an easy-to-read format.

In addition to the GPS coordinates of the field, ensure your work order has sufficient information to 100% confirm you are at the right field at the right time. Google Earth and other geo programs make that an easy chore these days, with photos of the area being treated that can be printed out, which will help a great deal when you have accidentally typed in the wrong GPS coordinates.

Keep your cockpit well organized, separating completed work orders from future ones. A simple file folder with several sections can help you, where you can separate pending work orders from those completed.

Know your navigation and application gear cold! Having a refresher course while circling a field low level is a sure recipe for disaster. The off-season is a great time to study aircraft and flow control systems until they are second nature. ➤

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INTERNATIONAL

The same goes when transitioning to a new aircraft.

Take the time to study the Pilot’s Flight Manual and give yourself lots of time to fly the new aircraft empty and with various water loads. When day one of the new spray season comes, you will feel very comfortable in the cockpit and aren’t searching for that darn airspeed indicator, flap lever, or other control or instrument.

Be Consistent Developing good habits and procedures is part of a long chain of events that can help you steer clear of distractions. Just keep in mind the best procedures are useless if they are not followed. I can personally vouch that a lapse in following normal procedures - like not securing fuel or oil caps or failure to remove all safety flags - can make for a most interesting situation you want to avoid. It is here that consistently doing things prevents many problems from startup to shutdown.

For pilots just entering the very satisfying world of ag aviation, developing and following good work habits will set the stage for a long and productive career. The same also applies to experienced pilots where reviewing all phases of an operation to ensure consistency will always pay great dividends.

For pilots just entering the very satisfying world of ag aviation, developing and following good work habits will set the stage for a long and productive career.

Risk Management Part and parcel of ag flying is that we are implicitly accepting some level of risk by its very nature. The key to safe and successful operations is knowing that risk can be mitigated through various measures. A large part of that process involves keeping distractions to an absolute minimum. This is especially true for single-seat aircraft when the pilot gets distracted. You then have to ask, who’s doing the flying? We all know the answer to that one.

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INSIGHTS

National Agricultural Aviation Association

NAAA Holds Spring Board Meeting in Texas The Spring Board Meeting for the National Agricultural Aviation Association was held in Fort Worth, TX in February.

Director of the EPA’s Office of Pesticide Programs (OPP), Ed Messina, and branch chief of OPP’s Environmental Risk Branch of the Environmental Fate and Effects Division, Amy Blankinship, spoke to EPA’s board virtually to start the meeting. OPP regulates the manufacture and use of all pesticides in the U.S. for safety, including determining if pesticides may be used via aerial application. Messina discussed the EPA’s charge of reviewing the safety of all pesticides every 15 years to ensure their safety to people and the environment. He also brought up a new EPA policy stemming from the Biden administration to prevent litigation by ensuring that new pesticide products meet Endangered Species Act requirements before they may be registered for use. There are presently 13 pending lawsuits regarding 40 active ingredients that the EPA is facing pertaining to endangered species concerns. Messina mentioned that they have completed over 5,000 registration reviews during this 15-year cycle and that the OPP’s 600 total staffers have also been busy this past year approving 14 new pesticide applications, reviewing over 11,000 comments pertaining to registrations, and addressing 100 congressional inquiries.

Blankinship discussed several different entities looking into the safety and efficacy of drone applications—an issue NAAA has brought up to the agency for a few years due to drones not yet being tested compared to manned aircraft. Blankinship stated that the American Chemical Society, North America Remotely Piloted Aerial Application Systems, CropLife America’s Pesticide Registrant Task Force, and the EPA’s PPDC Emerging Technology Task Force, of which NAAA board member from Wisconsin, Damon Reabe, sits on, have all been looking into testing drones’ application systems, yet no comprehensive testing data has yet emerged. Blankinship also mentioned the multi-year discussions NAAA and the EPA-OPP have had focused on shifting from Tier 1 to Tier 3 of the AgDRIFT model that calculates off-target aerial drift. Tier 3 considers more realistic atmospheric and drift reduction technology equipped on-board the ag aircraft today, compared to the

Tier 1 model that grossly overestimates movement of the applied materials. EPA stated they continue to have internal discussions within the agency on NAAA’s request and data backing up the recommendations.

Andrew Moore, NAAA CEO, presented an overview of industry and association issues beginning with sharing positive forecasts for the 2022 U.S. agricultural economy.

The USDA forecasts a record $175.5 billion in 2022 U.S. ag exports—resulting in a $10.5 billion surplus when considering ag imports coming into the U.S. The 2021 U.S. ag export surplus was $8 billion. Two variables Moore brought forward that could result in an even larger ag trade surplus in 2022 is China and its 2020 Phase 1 trade agreement with the China committing to purchase $73.9 billion of U.S. ag products over two years. To date it has only purchased $61.1 billion—only 83% of the target level. The second variable is tensions in the Black Sea region between Ukraine and Russia—a global source of wheat. Bellicose actions in that region may disrupt their ag markets, result in rising grain prices and reliance in other grain producing nations such as the U.S. Moore then discussed policy issues repeating EPA’s charge of reregistering pesticides every 15-years and the NAAA’s involvement to retain label language allowing aerial use without unnecessarily burdensome restrictions. Through 2025 it will be reviewing 297 pesticides including 2,4-D, imidacloprid, malathion, pyrethrin, etc. Moore also discussed Biden administration environmental initiatives including a USDA Commodity Credit Corporation program calling for $1 billion for farmers sequestering carbon (includes funds for applying cover crops). EPA has stated that agriculture contributes 10% of the U.S.’s overall carbon emissions. NAAA has submitted calculated data that ag aviation protects 27.4 million acres of land from being converted into farmland every year and that cover crops seeded by air sequester 1.9 million metric tons of carbon dioxide annually, the equivalent of 412,000 carbon combustion car engines, and that increasing cover crop acreage by 15% would sequester another 11.9 million metric tons of carbon dioxide annually. ➤ agairupdate.com | B 1

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Also discussed was the Biden administration’s rewrite of how waters of the U.S. (WOTUS) are defined under the Clean Water Act. This is the third attempted redefinition of a WOTUS in six years. The Biden administration attempt nearly mirrors the attempt by the Obama administration’s 2015 attempt that didn’t survive court scrutiny. It defines WOTUS to include ephemeral, or temporary waters, with no nexus to navigable waters. NAAA has commented to EPA opposing the rule due to it expanding the number of waters that trigger obtaining a pesticide general permit under the Clean Water Act—an already unnecessary, duplicative requirement since pesticides are already reviewed for safety under FIFRA; and due to the U.S. Supreme Court agreeing to hear a case involving the definition of WOTUS in 2023. Moore also stated that polls indicate a possible Republican takeover of both the House of Representatives and Senate after midterm elections are held in November. This could result in Senator John Boozman (R-AR) taking over the chair of the Senate Ag Committee in the year—2023—the Farm Bill must be reauthorized. NAAA will urge that regulatory relief provisions, including NPDES-PGP requirements be eliminated.

Moore also mentioned how election results could move U.S. Rep. Sam Graves (R-MO) into the chair of the House Transportation & Infrastructure Committee. Graves championed enacted legislation in 2018 requiring the marking and logging of towers in rural areas between 50-200 feet in height, and ten feet or less in diameter for towers with communication towers only having to abide by one of the requirements. In 2023, FAA Reauthorization expires. This provides another opportunity for NAAA to bring communications towers under both logging and marking requirements. FAA is currently working on developing rules to enforce the law. NAAA is working with Graves to hasten the process. An additional aviation safety concern raised by Moore relates to proposed regulatory requirements from an FAA aviation rulemaking committee (ARC) that would allow commercial drones to operate under 400 feet, beyond visual line of site (BVLOS), weigh up to 1,320 lbs. (LSA weight) and be exempted from: granting right-of-way to manned aircraft when operating within 100 feet of towers and wires and manned aircraft not equipped with ADS-B In; and having the unmanned aircraft certified for airworthiness. NAAA has been in contact with members of the ARC opposing these proposals due to these provisions raising serious manned aircraft pilot safety concerns.

Communications initiatives were discussed next by Moore including the continued 100th anniversary of agricultural aviation which runs until August. NAAA will be participating in Ag Day on the Mall, March 21-22, 2022, where dozens of national ag groups will put their wares on the Washington, DC, National Mall to promote precision agriculture. NAAA B 2 | agairupdate.com

will have a booth and an OH-58 Bell helicopter on display with spray boom and bucket along with its 100th anniversary history panels. Glenn Martin of Helicopters Association Inc., of Gettysburg, PA is loaning the helicopter for display. The event will be seen by tens-of-thousands of people, including key federal legislators and regulators. NAAA will conclude its 100th anniversary celebration at EAA’s AirVenture in Oshkosh, Wisconsin, again participating in its airshow demonstrating an aerial application ballet to its tens of thousands of spectators as the air boss narrates the importance of the industry.

Moore charged the board with continuing to use the 100th to promote the industry as there are still four and a half months remaining. More on celebrating and promoting can be found at www.agaviation100.com. He also urged purchase of the 100th anniversary history book which has sold 665 copies to date. Books can be purchased at www.agaviation.org/book.

Moore also stated that the 100th anniversary campaign, according to Agility PR Solutions, a media monitoring service, reached 400 million people in total circulation of the news outlets reached—an ad value equivalency of $10 million. Due to the success and need to reach the public and educate them about modern agricultural production, NAAA will conduct a communications audit next month polling its members and audience about what their desired focus of association communications should be—internal communications or positive public relations; the mediums of communication preferred—print, on-line, social media, podcasts, etc.—and what content is most preferred—aviation safety, application stewardship and efficacy, human interest stories, etc.

NAAA will also continue to run its “Above All Forms of Crop Care” ads in ag publications this spring.

NAAA will also continue to run its “Above All Forms of Crop Care” ads in ag publications this spring that promote the benefits of aerial application and lead those interested in using the service to NAAA’s website where they can search for NAAA operator members that aerially apply near them.

The campaign will be advertised for five weeks in AgWeb’s eNewsletter with a national circulation of 201,000 farmers nationwide; CropLIfe’s eNewsletter with a national of 40,000 retailers, cooperatives, crop consultants, universities, and extension agents. The NAAA campaign won a National Agricultural Marketing Association Award in 2019 and markedly has increased click-throughs to NAAA’s aerial applicator operator search function when the ad campaigns are run. ➤

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Education and safety issues were then discussed, primarily about work that has been conducted on developing a professional certification program for the aerial application industry. At present, the plan is to make the program available to ag pilots starting in 2023 that would initially require annual attendance in PAASS, biennial attendance in Operation S.A.F.E., and membership in both the national and a state/regional agricultural aviation association. Additional requirements will be forthcoming in 2024 including a comprehensive ag airman certification standard (AACS) that NAAA-NAAREF have developed over several years and are being fine-tuned presently by an aviation attorney. Curriculum will then be developed from the AACS and presented via on-line learning through learning management software that the NAAA is looking into.

Once installed the curriculum will be offered and test questions developed to ensure the ag pilot understands the material.

Moore then discussed ag aviation accidents stating that there were 55 accidents in 2021 and 12 fatalities. He also stated that 2020 data from the FAA General Aviation Activity Survey had just been released showing that there were 6.11 accidents per 100,000 hours flown in 2020 which dropped the number of accidents per 100,000 flown to 7.15, or by 25.81% since PAASS was introduced after the 1998 application season. He also mentioned that only 47% of ag pilots attend PAASS and that statistics show that PAASS attendees are less likely to have accidents, particularly the more one consistently attends PAASS, hence the importance of a professional certification for the industry which augments continuing education opportunities to solidify professional aerial application habits.

The success of the 2021 NAAA Ag Aviation Expo was discussed. There was a total of 1,540 in attendance compared with the COVID-19 truncated convention in 2020 that had 790 in attendance. Plans are underway for the 2022 Ag Aviation Expo, December 5-8 in Knoxville, Tennessee with Astronaut Scott Kelly locked in for the Kickoff Breakfast. Kelly has spent a total of 520 days in space—more than any other American. One of those vertical jaunts includes leading the Hubble telescope repair in 1999. The general session will be titled Healthy Public Relations with agvocate, Michelle Miller, also known as the Farm Babe, providing valuable PR lessons for us to agvocate for aerial application. Returning to the general session will be Dr. Stan Musick, Flight Surgeon, AME, aerobatics pilot and aerial applicator that will discuss pilot medical issues, medical certificate procedures and good health. Starting in 2023 the Ag Aviation Expo will be held at the following locations: Palm Springs, CA (2023); Fort Worth, Texas (2024); Reno, NV (2025); and Savannah, GA (2026).

Allied Industry Committee Anthonie York, Allied Industry Chairman, presented the Allied Industry committee report.

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There were 1,540 attendees and exhibitors attended the 2022 Savannah Ag Aviation Expo with 142 paying exhibitors.

Exhibitors said that they like going to Savannah every 2-3 years.

Awards Committee Erin Morse, Committee Chair, presented the committee report.

The committee feels that last year’s online awards application, which is faster and easier to submit than the traditional PDF nomination form, helped bring in more nominations. NAAA will continue to remind members about the 2022 awards deadline in publications, on social media and will also send a few mobile/text message alerts to members with links to the forms. Currently those forms may be found on line at: https://www.agaviation.org/awards then you can click the award in which you wish to make a nomination.

The committee had one motion for the board: Motion 1: The Awards Committee submits a motion to rename the Related Industry Awards the Richard “Dick” Reade Memorial Award.

Budget & Finance Committee and Treasurer’s Report Dwayne O’Brien, Immediate Past Treasurer, presented the Budget and Finance Committee and Treasurer’s Report.

This was the first time the new procedures for Treasurers were followed where the previous year’s Treasurer presented the spring financials to the board and reviewed the audit.

Current assets total $4,400,182, which is up from $4,070,353 a year ago. Building and land remains roughly the same. Accumulated depreciation continues to increase over time as equipment, land and the building, are written off, resulting in total fixed assets of $988,307, compared to $1,030,470 last year. Total current assets and fixed assets equal $5,419,184 and rose compared to $5,100,823 last year. Regarding liabilities, accrued expenses and net assets have not changed much. As of January 31, 2022, net income was $582,752 and total liabilities and equity equals $5,419,184. NAAA is trending right in line with the prior year which was a surplus fiscal year.

The committee had two motions for the board.

Motion 1: The NAAA Budget & Finance Committee recommends that the FY 2022-23 Budget be approved with changes presented. ➤

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Motion 2: The Budget & Finance Committee is asking the Board to approve the current Treasurer, CEO and President to have signing authority for financial matters for NAAA.

Communications & Public Relations Committee Matt Regier, Committee Vice Chair, presented the committee report.

The committee discussed the events NAAA will be exhibiting at in 2022, including Ag Day on the Mall on March 21-22, where the association will have a helicopter and the 100th anniversary timeline; AirVenture in Oshkosh, Wis., July 2531, and the Aviation Education & Career Expo in Leesburg, Va., Nov. 4.

The 100th anniversary book has been a success with more than 650 copies sold. Several members have purchased copies and donated them to schools, libraries, and their state Departments of Agriculture. The committee recommends that members purchase copies of Agriculture’s Air Force and share them locally.

The committee discussed Agricultural Aviation magazine and other NAAA communication mediums and how different generations obtain their information and news. The committee had a long discussion regarding the potential for an NAAA podcast; questions will be asked about this in the upcoming communications services survey.

The committee discussed the communications services survey, which will be sent in mid-March. NAAA is conducting this survey to determine who members think the association’s main audience should be (public or the industry), what communications mediums are preferred (print, digital, video, podcast, etc.) and how to best deliver and reach them with the association’s messaging.

Convention Committee Lynn Justesen, Committee Co-Chair presented the committee report.

Regarding the 2021 Ag Aviation Expo, both attendees and exhibitors were happy with Savannah and continue to enjoy traveling to the city. Financially, the expo was positive for NAAA due to the three large auction donations from Pratt & Whitney Canada, Darrel & Deb Mertens and Boyd Morgan.

There were 1,540 attendees and exhibitors and 142 paying exhibitors.

The 2022 Ag Aviation Expo will take place in Knoxville, Tenn., Dec. 5-8. We will have five different hotels in different price points around different areas of downtown Knoxville, all within B 6 | agairupdate.com

four blocks of the convention center. The room block links will be released to members in the next couple of weeks.

The Kickoff Breakfast speaker will be Captain Scott Kelly, the astronaut who spent one year in space and was also a fighter pilot. For the General Session, we will hire Dr. Stan Musick to speak about medicals in the industry and Michelle Miller, the Farm Babe, who will speak about effective advocating for agriculture and the industry.

No motions for the board.

Governing Documents Committee Ray Newcomb, Committee Chair, presented the committee report.

The committee reviewed board member term limits and it was decided to keep the current Bylaws for term limits as is. The Bylaws and Articles of Incorporation were reviewed by the committee.

No motions for the board.

Government Relations Committee Damon Reabe, Committee Chair, presented the committee report.

The committee discussed FIFRA re-registration. He stated that it was encouraging to hear from EPA during the morning General Session and their review of tier three inputs that NAAA has been requesting of EPA during risk assessments. He said NAAA staff have worked tirelessly on this subject matter and they have gotten to where there is standardized language they’re using for re-registration of pesticides and it is very workable language. Occasionally we deal with challenges, such as paraquat last year, with reregistrations, and the association still worked out a better result on that active ingredient’s reregistration.

The committee discussed registrants and facilitating labeling. Sarah Hovinga with Bayer CropScience attended the meeting, and she was very helpful with her comments. Jim Perrin, Damon Reabe and staff will have meetings with registrants about more communications with the industry and EPA because oftentimes the registrants don’t know what to ask for with labeling, which is an area where NAAA can continue to assist.

Since the EPA risk assessments will happen, the registrant community is interested in putting time and effort in with NAAA on this subject matter. ➤

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The committee was reminded and urged the board to provide MSU’s RASPET Center with GPS flight data in their efforts working with MIT to determine safe distances and procedures between drones and low-altitude manned aircraft, such as drones.

The committee discussed the Syngenta Leadership Training Program and changes over the year. Some members have an interest in NAAA developing their own program. A subcommittee has been developed to further research a professional development program.

The committee received a briefing on the FMSCA to transport 1,000 gallons of Jet A without a hazmat endorsement and we’re waiting for a response on this topic. HAI membership has the ability for members to carry certain hazmat materials if you’re an association member and have received training on the transport. Should FMSCA fail, we may look at an NAAA program like what HAI does for their membership.

No motions for the board.

The committee discussed the new aviation G-100 fuel and the current STC. Does it apply to our current fuel tax exemption and will the STC need to be specific to airframe and engine are two requirements that will need to be answered.

No motions for the board.

Insurance Committee Craig Craft, Committee Chair, presented the committee report.

The committee was very happy with “Ask the Expert” Speed Mentoring in Savannah because 77 new pilots attended the session, which was a success. Thank you to NAAREF and Brian Rau (Appointed) for the great work on this session.

The committee discussed the certification program and how it may be tailored to current pilots’ level of experience, but also training for new pilots.

The Insurance Committee will host a session at the expo in Knoxville this December and asks that their session be placed after “Ask the Expert” Speed Mentoring so that new pilots can attend Insurance after that session. It’s important to mentor new pilots and ensure they’re able to be insured when they begin spraying.

Membership Committee Dwayne O’Brien, Committee Chair, presented the committee report.

The committee discussed membership numbers, which are slightly up from this same time last year, the membership marketing campaign, outreach and ideas to market to non-members. Auto-renewal within our membership database, Naylor, should be available later this year. We currently have less than 50 members using this service.

Lindsay Barber (NAAA staff) asked that members send her quotes of why they joined NAAA and/or what NAAA does for them to use in marketing materials. It is beneficial for peers to read why others joined.

Lindsay provided an overview of Scott Yackel and asked that the committee recommend an honorary membership. Scott has been instrumental in getting our aircraft into Savannah each year, he helps onsite, he has provided helicopters for our trades show floor, etc. He has not asked NAAA for any assistance and has done thousands of dollars of work for NAAA. The committee had two motions for the board.

Motion 1: The NAAA Membership Committee recommends that the Board of Directors approve the list of new members as presented.

Long Range Planning Committee

Motion 2: The NAAA Membership Committee recommends that the Board of Directors approve Scott Yackel as an Honorary Member of NAAA.

Matt Hovdenes, Committee Chair, presented the committee report.

Museum Committee

The committee discussed the upcoming communications survey and what it means to Long Range Planning for NAAA, such as encourage the current and future board members to have appropriate funds allocated towards communications. A subcommittee was formed to help review the questions for a communication survey from a Long Range Planning perspective.

The committee discussed the Greg Koontz Aerobatics Course scholarship that is provided to the winner of the drawing at the Ag Aviation Expo. Last year’s winner will be taking the course this year. ➤

No motions for the board.

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Matt Woolard, Committee Chair, presented the committee report.

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The committee received an update on the S-2A project. The plane was expected to fly to Savannah in December but encountered an engine problem shortly after departing from Air Tractor’s factory and ended up being trucked to the Ag Aviation Expo instead. Air Repair in Mississippi is rebuilding the motor and will fly it back to Air Tractor once it is fixed.

Jim Hirsch would like to take the S-2A to AirVenture and Sun ’n Fun before delivering the aircraft to its permanent home at the National Agricultural Aviation Museum in Jackson, Mississippi, in the fall.

The committee had one motion for the board.

Motion 1: The NAAA Museum Committee requests that NAAA donate $5,000 annually to the National Agricultural Aviation Museum in Jackson, MS.

Nominating Committee Mark Kimmel, Committee Chair, presented the committee report.

working on green on green – identifying and spraying weeds amongst a crop. A think tank called Grand Farm is working on see and spray technology that are smaller units – like worker bees. The units would stay in field and just keep working.

Brad Fritz (Appointed) reported that Dan Martin will be continuing a project with Bradley Reed and LSU to compare the efficacy of different GPAs. Also going to continue remote sensing work. Wind tunnel work will include new nozzle designs from Sam Marx and Mark Ledebuhr. TeeJet straight stream nozzles, and improving accuracy of modeling for PWM. Sam Mark will continue research with CFD modeling that he presented at 2021 Expo. Mark Ledebuhr is also continuing to develop new products. There is the possibility to improve the use of AGDISP modeling to help with initial aircraft setups – make it more user friendly for operators after it’s been updated to new programming language. Also working on some UAV stuff; Brad Fritz is trying to get the UAV industry to understand and utilize Operation S.A.F.E. No motions for the board.

No motions for the board.

Precision Agriculture Committee Glenn Holloway, Committee Chair, presented the committee report.

AGDISP- looking to improve accuracy of model and move it to a more modern programming language. This will foster improvement to model. There will be two APIs – one for manufactures to use in equipment and one for a desktop model that could be used by researchers, regulators, etc.

AG-NAV has a system for mosquito control that uses AIMMS and AGDISP to provide guidance for where the aircraft should spray in order to make an accurate application to the treatment block.

Manufacturers provided an update Insero/AgPilotX, SATLOC, AG-NAV are all working at integrating with Capstan’s pulse width modulation system. Tommy Ellett spoke about his experiences with Capstan’s system. Capstan is working through some parts wear problem. The system saves him time and fuel.

Insero is working on ground based airblast autonomous sprayer technology. They have partnered with a manufacturer of an autonomous tractor. Insero’s product handles the flow control. The committee discussed an Israel company that is developing ground based see and spray technology. They will be placing 4 units in the field in Nebraska for testing. It’s called Greeneye technology. The system can spray weeds on bare ground – this is called green on brown. They are also B 10 | agairupdate.com

Safety & Federal Aviation Regulations Committee Ray Newcomb, Committee Chair, presented the committee report.

The committee reviewed the 2021 accidents, which totaled 55 accidents, with 12 being fatal last year. There has been one fatal in 2022. There were two questionable accidents that were discussed and will be voted on when final reports are received.

The federal tower law is exceptionally slow in being promulgated. The FAA has yet to comply with the law. Towers are not being marked or added to database. NAAA is working on political pressure from congressional aviation leaders to move the FAA on this most important safety issue.

NAAA partnering with Balmoral Engineering to promote wire marking with power companies. Developing a presentation to rural electric cooperatives. Brian Rau is looking for a volunteer to help with the presentation.

The committee discussed the HAI wire course and bringing it to the 2022 Ag Aviation Expo since wires are a top reason for accidents in our industry. Scott Bretthauer (NAAA staff) and Matt Hovdenes (NAAREF President) will be attending this in March to see if it’s a good fit for our expo. The course would be $7,000 + expenses with unlimited attendees; the course is taught by Utilities Aviation Specialists. Andy Gjerswold (Appointed) stated that he would promote this on his podcast. ➤

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The committee discussed business decisions and their impact on safety and whether we should we be teaching the industry to avoid decisions that increase risky behavior. The committee discussed creation of a spreadsheet that shows the overall expenses of operating an ag aircraft so that business decisions do not compromise safety. This could be developed for the Ag Aviation Expo and/or PAASS. Brian Rau reported on an FAA aviation rulemaking committee (ARC) regarding BVLOS for UAVs. The ARC proposal does not have requirements for UAV certification for ag work for UAV below 1,320 pounds. It also does not require UAV to give way to manned aircraft that are not equipped with ADS-B, nor give way to manned aircraft when shadowing structures such as wires and towers.

George Parker indicated many pilots in industry do not have log book entries showing they’ve passed knowledge and skills.

He suggested a magazine article and PAASS segment to address this is.

No motions for the board.

Support Committee Jane Barber Pitlick, Committee Chair, presented the committee report.

Athena: The topic for the Athena Program for 22-23 are the challenges of balancing work and home. This will be presented to state/regional association, as well as the Ag Aviation Expo in Knoxville. Chuck Holzwarth will once again sponsor this session. North Carolina and Colorado have worked to get a CEU credit offered to pilots who attend Athena at their states.

Convention: The committee will be looking at hosting a lunch and tour of the Sunsphere, which was built for the 1982 World’s Fair. The committee may also look at hiring a speaker.

John Garr will once again sponsor this event. Jane and the committee thank John for his years of continuous support and sponsorship for their event.

Fundraising: The Fundraising booth in Knoxville will have similar clothing to years past, but final orders will depend on what is available since we may still be dealing with supply chain issues this summer and fall. The committee also discussed going back to paper bidding for the Silent Auction since several people have stated that they want to see who they bid against, and some people cannot access the online bidding system.

Scholarship Program: The topic for 2022 is “What role does ag aviation play in producing a local commodity?” and that B 12 | agairupdate.com

information is on the NAAA website.

No motions for the board.

NAAREF Report NAAREF President Matt Hovdenes provided the report.

Program Development Committee: The committee is ahead of schedule in already planning for next year’s program.

CFIT will be the main focus for the 2022-2023 program.

The committee discussed taking past PAASS modules and updating them for use on the LMS as part the certification program. Subcommittees will review old PAASS modules and rank for priority for updating and adding to LMS. Discussed PAASS content for 2023-2024 and beyond.

Operation S.A.F.E.: There is new updated version of the software used for pattern and droplet size analysis at clinics and it will be available for download to everyone.

Matt Gill (Appointed) is going to make a test kit that could be purchased by operators who want to host their own clinics to rate the success of whether that would work for individual operators. S.A.F.E. participation will be part of the requirements for the certification program which will increase participation and demand for new analysts.

NAAREF Board: The NAAREF Board approved their budget, and the board received an update on the current PAASS program. A make-up PAASS program will be available online and more information will be forthcoming, but the Board strongly suggest that pilots attend the program in person, if they’re able to do so.

The board discussed the certification program and Deana Burke (NAAA Staff) gave an update on the learning management system (LMS) that would be used for the certification. Staff would be responsible for managing and updating the LMS. Options for certification were heavily discussed. No decision was made except that NAAREF board members are to send their ideas for how the certification levels should work to Matt Hovdenes who will compile them and then discuss with NAAA staff. These ideas will then be brought to the next meeting for the certification program.

The board discussed a wire aviation safety course that is offered at HAI that the chairman and staff will be attending and which may be offered at the Ag Aviation Expo on Sunday for $100 per person. The session is a full day and the reason we would bring it to our expo is because wires are the main reason for accidents.

No motions for the board.

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Flight Discipline

by Heather Metzler

“You’ll get there quicker if you don’t stop by the hospital on the way.”

My grandpa always said, “You’ll get there quicker if you don’t stop by the hospital on the way.”

When he told me that, I was a new driver. I was also a new pilot. I was fortunate to solo a car and an airplane on my 16th birthday. But for me, the 14 mile drive from my home to the airport and back was the most terrifying part of that day. Flying the airplane was easy! So why after 32 years of experience as an ATP, flight instructor, FAA Operations Inspector, and FAA Safety Team Program Manager, do I still think that flying the airplane was the easy part? For starters, when I was flying the airplane that day on my solo, I didn’t have to “get there” or anywhere for that matter. Driving to the airport though, I had to get there. Of course, as a young inexperienced driver, I did the speed limit, made sure I made a complete stop at stop signs, and did all the stuff you do (or should do) when you are a new driver. All of the decisions I made while driving were mine, like how fast to go, can I pass that car, should I pass that car, which way do I need to go next, etc. That is a lot to think about when you are a new driver. The good news is that I left early so I wasn’t in a hurry, keeping in line with grandpa’s advice.

After safely arriving at the airport, it was time to go fly! My instructor and I went around the patch a few times and then made a full stop. He hopped out, signed my logbook, and told me to make three takeoff and landings to a full stop.

Sure, I was nervous, but I had so much more training for this than I did for driving the car.

And besides, there was no traffic. Plus, I had my instructor saying to go fly, so it must have been safe. I successfully soloed that day and cheerfully rejoiced after I taxied in.

Years later, when visiting with that same instructor, now as fellow instructor pilots, I realized the incredible pressure that he must have felt that day, as well as all the decisions

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made leading up to that point. First, he had to get me ready to solo on my 16th birthday, no pressure there! Next, my birthday is in December, and in Arkansas, the weather this time of year can be anything from sunny to foggy. I was lucky that it was overcast, but not so low that I couldn’t make my flight. Finally, he flew with me that day to make sure I was ready and let me go solo. I never thought of all the decisions he had to make that day. I was just happy I survived the drive to the airport.

When we start out as pilots, we depend on our instructors to help us make go/no-go decisions.

Eventually, they help us with making those decisions on our own. But do we really ever get to the point where we are the only one making a go/no-go decision? I hope not. Just like grandpa’s sage advice, we need to make sure how we don’t stop by the hospital, or worse the funeral home, on the way to where we’re going.

One way to “get there” both quickly and safely, is to have a safety system for making decisions.

You probably already have a safety system that you use without even knowing it. Think back to the last pilot-related decision that you made and how you came to that decision. You can take this look back to another level by evaluating the decision that you made to determine if it was good, bad, or a learning opportunity. If you have a process that allows you to look back at a decision, determine how you made that decision, and evaluate the outcome of your decision, congratulations - you have a safety system! Your safety system is the tool that gets you there without stopping at the hospital. But how do you keep a safety system ready to use and in good condition? Try taking it to a flight instructor.

Let them look at your safety system tool and evaluate if it is in good shape or in need of a few adjustments. The flight instructor can also evaluate your pilot skills at the same time. Not a bad deal!

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As I mentioned earlier, good decision-making is a critical part of your safety system too. Let’s say you are making a flight from point A to point B and after completing your selfbriefing (see AC 91-92 Pilot’s Guide to a Preflight Briefing), and you are unsure about the weather. That is an easy one; a best practice is to call an experienced pilot friend and talk about the weather. But what if the weather on that same trip after you have completed your self-briefing and the weather looks good to you? Do you still do that best practice and call an experienced pilot friend to see what they think about the weather? Before you answer that, consider how an airline pilot going on a routine flight with good weather still talks to the aircraft crew and to dispatch about the weather, and then briefs the passengers so everyone knows about the weather. Going back to our question, do you call your experienced pilot friend to discuss the weather after completing your self-brief? Absolutely. They may see something coming your way on a beautiful day that you didn’t consider. When you only self-brief, you have a greater chance of missing something that could ruin your day. It‘s B 16 | agairupdate.com

best to always have all of the information you need for the flight. 14 CFR 91.103 requires it.

In summary, every flight requires a go/no-go decision. Spend some time thinking about how you make that decision. Share your decision-making process with your instructor and have them determine its effectiveness. And while making your decision, always keep grandpa’s advice in mind: “you’ll get there quicker if you don’t stop by the hospital on the way.”

Adopted from the Arkansas Agricultural Aviation Association Newsletter.

Heather Metzler Aviation Safety FAA Safety Team Program Manager (Operations) Little Rock FSDO AFG-600-FSDO-11 1701 Bond Street, Little Rock, AR 72202 Office: 501-918-4400; Cell: 501-749-2959 Heather.metzler@faa.gov

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TWENTY YEARS AGO

Pzl Dromader Improves as Workhorse

by Bill Lavender How The PZL M18 Dromader Came To Be The PZL-Mielec M18 Dromader roots go back to the 1970s, when the company built and flew the one and only jetpowered M15 ag plane of Soviet Union design. It was dubbed the Belphegor, and 160 units were delivered to the USSR. From this experience and cooperation with the U.S. company Rockwell, the PZL-owned M18 Dromader was built.

The Dromader project began in 1974. For the next two years, documentation was prepared, tooling designed and built, with three prototypes being built. The maiden flight of the Dromader prototype was August 27, 1976. The Polish type certificate was issued in 1978.

In 1984, from ag pilots’ request, the M18A was developed and placed into production. It featured the rear-facing additional cabin for ground personnel transportation and an upgraded, electro-hydraulic-controlled spray system.

In 1994 the M18B was introduced. This aircraft, like its predecessor, is built in compliance with U.S. FAR 23.

In addition to a U.S. Type Certificate, the aircraft is type certified in 14 foreign countries. A few years later after its introduction, the M18B was modified to include the type designation of M18BS, a dual-cockpit version aircraft with dual controls. Flight tests were completed on the dual-cockpit version in December 1997, with the aircraft receiving its Type Certification in 1998.

An M18B fully outfitted dual control cockpit version in final stages of assembly.

Third Support Hinge for Rudder Previously, Dromader aircraft had only two rudder hinges. In the case of the failure of one (the upper one being critical), second support region and enhance the aircraft’s operating safety. This modification can also be incorporated into older could result in a serious safety issue. Also, cracks have been occasionally found in the upper support area of the rudder assembly. This has been attributed to inadequate propeller balancing. With the introduction of the third rudder hinge located at the rudder tip, the modification will reduce loads in the aircraft.

Wing-Tip Anti-collision Lights

Today’s New M18 Dromader Over 720 M18 Dromaders have been sold throughout the world since 1979. The largest consumer has been the USA, with 211 aircraft; another 24 countries operate the Dromader. In 2001, PZL-Mielec sold seven Dromader aircraft. The sales projection for 2002 is 15-18 Dromaders.

Recently, PZL-Mielec has introduced new upgrades to the Dromader, improving its performance and reliability.

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The old design allowed for two anti-collision lights installed on the fuselage, one on the air scoop on top of the cockpit canopy and the other beneath on the oil cooler scoop. The canopy-mounted light has been determined to be one of the sources of vertical tail vibrations. The lower light is often contaminated with oil from the radial engine. By moving the anti-collision lights to the wingtips, vibrations are reduced and light longevity is increased. The anti-collision lights are incorporated with the navigation light units.

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Attendees to the PZL Dromader owners’ conference examine the manufacture of the M18 wing at the factory in Mielec, Poland.

A brand new An-2 about to roll off the assembly line bound for Vietnam.

Aerodynamic Air-Scoop for Ventilation System

the shape of the pilot’s body. The back cushion’s thickness has been reduced slightly, offering more room for the tall pilot.

An all-new air-scoop for cockpit ventilation has been designed with a streamlined shape and is moved forward from its previous location. This further reduces vertical stabilizer and rudder vibrations and also improves the airflow into the cabin.

Aerodynamic Fairings on Main Gear Legs Fairings have been installed around the main gear legs.

These fairings help improve fuel consumption by two liters per hour.

New Options Foaming System A totally new foam loading and injection system has been designed for the Dromader. The foaming agent is retained in a separate tank on board the aircraft. The foaming agent can be injected into the water in the hopper during flight, at the discretion of the pilot, via an on board pump.

Water Bombing & Line-Drop System

Dual Side Loader System Until recently, Dromader aircraft used only one side load plumbing system. With the new system, liquids can be loaded into the hopper from either side of the aircraft with its dual system. Also, the plumbing of both units are mounted on the outside of the fuselage, affording better sealing of the fuselage. The valves are of a newer design (dry breaks), eliminating the ball and the opening/closing levers.

Adjustable Rudder Pedals With the old rudder pedal system, moving them forward for tall pilots increased the amount of pressure needed to move the rudder. Through a modification of the pedal assembly, the pedals can be adjusted for tall and short pilots, with a reduction of 50% in rudder pedal control forces.

Pilot Seat Cushions A new style for back and bottom pilot seat cushions has been introduced. These cushions better accommodate

With this system, water drops can be split into multiple drops, applying the foaming agent or water in a lateral line.

All of the Dromader aircraft operating in Poland (50 units) have converted to the new design. All of the Dromader aircraft in service with the Greek Fire Department (21 units) were converted in the year 2000.

WSK “PZL Kalisz” S.A. Engine The M18B Dromader is powered by the popular radial, aircooled, piston, supercharged Asz-62IRM18 engine of 1,000 maximum horsepower, with a four-blade, 3.3-meter length propeller. The engine is manufactured by WSK “PZL Kalisz” S.A. The company was formed in 1952. In 1960 the Asz62IR engine was developed. Since then, over 25,000 units have been built. It is the same engine that powers the An-2, as well as the famous An-2 that circumnavigated the world in 1997, leaving July 22 and landing August 31. WSK “PZL Kalisz” S.A.’s information brochures claim, “no aircraft has ever had an accident due to any technical failure” of their engine (over 42 years and 25,000 units). agairupdate.com | B 19

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Pilots with ADHD

By Chris M. Front, Psy.D.

Safety experts agree that at least 70% of aviation accidents are attributable to the pilot.

NASA scientists report that most accidents result from some failure in the pilot’s cognitive performance, with distractions and errors in aeronautical decision making (ADM) most prominent.

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Safety experts agree that at least 70% of aviation accidents are attributable to the pilot. NASA scientists report that most accidents result from some failure in the pilot’s cognitive performance, with distractions and errors in aeronautical decision making (ADM) most prominent.

Three subtypes of ADHD are based on the symptoms exhibited: a “predominantly inattentive” presentation, a “predominantly hyperactive/impulsive” presentation, and a “combined” presentation. All three include symptoms that pose a hazard to flight safety.

For example, when a pilot decides to launch into marginal VFR conditions, continues as conditions deteriorate, enters IMC, and loses control of the aircraft, the fatal crash may be categorized as a “loss of control” event, but it was rooted in poor ADM. Even experienced pilots with no impairing conditions occasionally make errors in ADM or get distracted. That fact led to the emphasis on CFIs creating realistic distractions in flight to teach effective distraction management, as well as scenario-based training and formal risk assessment tools to improve ADM.

Inattention manifests behaviorally in ADHD as being disorganized, easily distracted, wandering off task, and having difficulty sustaining focus. Hyperactivity refers to excessive motor activity or excessive restlessness, or talkativeness. Impulsivity refers to hasty actions without adequate consideration of possible consequences, despite a high potential for harm.

The likelihood of an accident rooted in distraction or poor ADM is heightened when the pilot has a condition that negatively affects such skills.

Attention-Deficit/Hyperactivity Disorder (ADHD) is a neurodevelopmental disorder with symptoms of inattention and/or hyperactivity-impulsivity that interfere with functioning or development.

ADHD occurs in approximately 5% of children and frequently persists into adulthood, affecting about 2.5% of adults.

NTSB investigations of fatal accidents attributed to ADHD have documented that pilots with ADHD: failed to adequately prepare for flight (e.g., did not check the weather), continued flight when it was ill-advised (e.g., due to deteriorating weather), engaged in hazardous actions (e.g., low-level maneuvering to show off), and became distracted and made critical errors (e.g., failed to maintain airspeed, stalled, and spun while circling a friend’s home at low altitude). Due to the risks to flight safety posed

by ADHD, regulatory authorities worldwide consider ADHD a disqualifying condition for pilots. ➤

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Unfortunately, pilots sometimes fail to disclose ADHD to their Aviation Medical Examiner (AME). The result is that the FAA learns about the condition after a fatal accident when the toxicology results reveal the presence of medication used to treat ADHD. Notably, pharmacological treatments for ADHD are not approved for flying because they can cause harmful effects on perceptual, motor, and cognitive functions and impair the recognition of fatigue. Additionally, their effectiveness is time-limited, a particular concern if a dose is missed or flight time exceeds the therapeutic impact of the drug.

Complicating the picture is the fact that an inaccurate diagnosis of ADHD is not uncommon. Proper diagnosis of ADHD is a complex and time-consuming process. Medical providers, acting under time pressure and attempting to respond to the concerns of patients (or their parents), sometimes prescribe medication to treat ADHD or assign a diagnosis without adequate evidence of the disorder.

The result is a subset of the adult population with a documented history of treatment for ADHD — some of whom truly had the condition and others who probably did not.

(Left to right) Matt Brignac with Brignac Flying Service and Charlie Steele with Longwood Flying Service, both in Mississippi.

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To determine if the adverse impact of ADHD is present or not, the FAA requires a thorough evaluation by a licensed psychologist. It is most beneficial to see a psychologist familiar with the FAA’s specific protocols and standards. AMEs have access to a list of FAA-eligible providers to assist with referrals. The FAA’s evaluation requirements for a history of ADHD are available at the following link: bit.ly/AMEGuide.

Upon review, the FAA will either deny the pilot’s application or grant an unrestricted or Special Issuance (SI) medical certificate. If the pilot receives a time-limited SI, further monitoring and assessment may be required. While timeconsuming and costly, based on the safety risks posed by the symptoms of ADHD, the FAA has established this evidencebased risk assessment protocol to safeguard both the pilot and the national airspace system.

Chris M. Front, Psy.D., is an instrument and multi-enginerated commercial pilot and clinical psychologist in the FAA’s Office of Aerospace Medicine. He is board certified in assessment psychology. Randy J. Georgemiller, Ph.D., is a neuropsychologist in the FAA’s Office of Aerospace Medicine and is board certified in clinical psychology.

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Do You Know the Difference Between Price and Value?

Does your client understand that you transform their day-to-day operations for the better? Do they choose your service because they see added value, or because it is the cheapest? Identifying these perceptions is essential to decide how your company wants to position itself in the aerial application market. It helps you know how much to charge for your service, and that's where the difference between the price of your applications and the value of your service comes in. Although the dictionary shows the two words as synonyms, the story is much different in the ag aviation business world.

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Understanding the concept of these terms is essential to drive your business strategies.

Have you ever wondered why some people opt for a more expensive service, even though there is a cheaper one?

Although hard to imagine, that's where the difference between price and value lies. Price is the amount of money a person has to pay for a particular service. It is defined based on some built-in costs such as production, supply, and demand, the profit margin that the company seeks, the price offered by the competition, and the purchasing power of the target audience.

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While the business owner establishes the price by considering several factors, the definition of value comes from the customer. It is the customer who evaluates the advantages of your service. While some services may have little or no value for one person, the perception of value can be very high for another. The difference between price and value is a concept that must be understood mainly by sales professionals and entrepreneurs, as this definition must be applied to increase business. Warren Buffett, one of the best investors in the world, defines the difference as: "price is what you pay, value is what you get". So what is more important in a business strategy, focusing on price or value?

It is essential to keep in mind what the actual price is and what value the customers see in any business. It is worth remembering that people do not hire an aerial application company solely for the service but also for the value.

Because of this, operators need to be aware of what value the customer is looking at and expand on that. This goes far beyond price. Those who are part of the business must show, in their interactions with the farmer, the benefits their operation can bring to the customer without being held hostage by prices. The price does make a difference when choosing which operator to hire. After all, paying a little

more for a service with more added value is advantageous.

The way to do this in a company is to carry out value management work, increasing the perception that customers have more significant value by using your operation than another one.

The competitive differential makes a company unique; the advantages your operation brings to the customer make your business stand out from the competition (remember value?).

So, if your price is higher than that of other companies, how can you still win over the farmer? Simple, deliver value as your competitive edge.

When a person hires an operator, they are trying to solve a problem, even if previously they have already been impacted by marketing actions and already know your brand. Therefore, in every marketing and sales strategy, it is necessary to show that every problem will be solved if the customer hires your company.

It's time to add value sales to your business. In addition to promotion and negotiation strategies, it is essential to account for your costs and earnings properly. That way, you can be sure you're delivering the best experience possible, but without hurting the cashier.

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LOW & SLOW

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

THE SOUTHERN AND MIDWESTERN SPREAD — Chapter four continued…

Early Grumman Ag-Cat spray demonstration.

A.T. Morgan A pioneer in this field was A.T. Morgan, an experienced ag pilot who had broken into the ag flying game in 1945 with Ralph Sneed. Morgan, after working with Sneed for a few years, organized his own Morgan Crop Service, based at Lake Charles.

Morgan apparently introduced seeding rice by air to this section of Louisiana, in addition to offering modern weed control and fertilizing services. He developed an agricultural flying firm that was to become a leader not only in Louisiana, but throughout the country as well.

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Morgan's early fleet was composed of Stearmans, converted to 450 horsepower P & W engines. His service became so sought after and well­known that it attracted pilots from all over the country. Most operations at this time were "seasonal" by nature. Cotton flying pilots from further north, particularly the Delta country of Mississippi and Arkansas, migrated regularly to South Louisiana and worked rice seasons with Morgan and other new operators who had established operations to take care of an increasing demand.

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Among Morgan's early pilots were Mace Craft, Hank Gardner, Marvin "Lefty" Gardner, Lloyd Steen, Charles White, Charlie Tumminello, John Tunze, Jr., Richard Donahoe, Charles Dally, O.A. Broussard, "Penny" Rogers, Dale Kelly, and A.J. Harmon. A pillar in Morgan's firm was Leonce Bergeron, who became general manager in 1948 and still holds that position today.

Morgan operated satellite bases at Kaplan and Anahuac, Louisiana. In 1960 he opened up a sizable year-round unit at Leland, Mississippi, under the supervision of one of his pilots, Lloyd Steen. Steen operated this unit very successfully and later bought it out and operated it under his own name until his untimely death in the 1970s in a two-plane, midair collision. Steen, a leader in Mississippi's agricultural flying industry, worked diligently for the better of the industry. He served as president of the Mississippi Agricultural Aviation Association for two terms.

Morgan himself played a leading role in the advancement of agricultural aviation and was one of the organizers of the National Agricultural Aviation Association. He served as it's first treasurer in 1967 and has been on the NAAA Board a number of times. Morgan remained extremely active in agricultural aviation until his untimely death in 1984.

Other post-war leaders in Louisiana were Ray Clawson at Winnsboro, Bob Dillon at Gueydan, Bob Gaumnitz at Tallulah, Emery Lyon at Welsh, Raymond Breazeale at Natchitoches, who had operated before the war, Dayton Waller at Shreveport, and slightly later Ray Thornton at Belle Rose.

Thornton and his friend Norman Watts went into business together at Belle Rose in about 1959. They specialized in sugar cane work, primarily in the application of cryolite and Ryania for control of sugar cane borer.

They purchased seven new Piper Pawnees and quickly became leaders in the sugar cane growing region. After about four years of successful operation, Thornton bought out Watt's interest and began operating completely on his own as Cane Air Service. He was among the first to become interested in helicopters and purchased an early Bell G-2, which was the beginning of a helicopter fleet that was to become the backbone of his business.

Some of Thornton's early pilots were John Stuart, who still has an operation at Coushatta, Louisiana, Phil Livingston, Darryl Johnson, Buddy Majors, and Lester Warner. ➤

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Thorton became very active in state and national agricultural aviation affairs and was one of the National Agricultural Aviation Association's first presidents, serving with distinction in 1970. He still operates extensively in the Belle Rose, Louisiana, area.

Up the river, in the famed Yazoo­Mississippi Delta, agricultural flying was booming, especially in the flat, highly productive cotton growing country. Modem dispensing equipment and Stearman conversions were available in quantity from Mississippi Valley Aircraft Service in Clarksdale, Mississippi, and operations were multiplying at an unbelievable rate. Liquid spraying was rapidly replacing dusting.

Planters Dusting Service An early leader in this region was a firm that was later to become Planters Dusting Service in Clarksdale, Mississippi.

This firm actually developed from the "migration" of pioneer Louisiana pilot Cotton Carnahan, a veteran who had flown for Raymond Breazeale at Natchitoches as early as 1941.

In Carnahan's words: "Raymond Breazeale went into the Service in 1942 and sold out his equipment to Southwest Aircraft Service, but I stayed on as a pilot.

Then, about 1945, they sold three Travel-Air 4000s to the newly formed Terry Aircraft up at Helena, Arkansas.

So with airplanes getting scarce, I sort of followed those Travel-Airs up to Terry's place and flew them for him for about a year."

After about a season with Terry, Carnahan crossed the river to Clarksdale, Mississippi, and went into a loose partnership with another veteran ag pilot, Iver Swanson, originally from Minnesota. Swanson was doing a solo act in that area, so he and Carnahan teamed up, bought some freshly available 220 horsepower Stearmans, and went into business.

TOP TO BOTTOM Ray Thornton of Cane Air Service, Belle Rose, Louisiana, with helicopter at his operation. Thornton was president of NAAA in 1970.

Master mechanic and pilot M.H. “Studd” Klutts in the 1940s. Klutts was a

In 1946, they were joined by a local flying farmer, E.L. "Goat" Payne, and the firm took on the name of Planters Dusting Service. The firm was also joined about then by master mechanic and pilot M.H. "Studd" Klutts from Arkansas. Klutts engaged primarily in mechanics and the manufacture and installation of dispensing equipment.

Carnahan and Swanson did the flying, while Payne sold the services to farmers far and wide.

partner in Mississippi’s Planters Dusting Service from the late 1940s until 1970.

Cotton Carnahan, who began his ag aviation career in Louisiana before WW II, shown here in front of Stearman owned by his partnership firm Planters Dusting Service. His partner was M.H. “Studd” Klutts.

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Tragically, Payne and Swanson were both killed in a fiery automobile crash in 1947. After this tragedy, Carnahan and Klutts took on sole ownership and operated the firm successfully for many years.

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About 1970 they dissolved this partnership on a friendly basis. Both men continued to operate their own firms, a condition that still exists today. Some of their early pilots were Charles White, Bill Vickers, Ab Smith, John Klein, Bill Zeigler, J.R. St. Julien, and Bob Diver.

Other pioneer post-war Mississippi operations were Champion Air Service at Marks, operated by E.O. Champion and later by his son Dean; John Hollingsworth's Flying Service at Shelby; Foster Hollingsworth' s operation at Cleveland; George Bishop's service at Holly Springs; Jack Flautt's operation at Swan Lake; James Maxwell Air Service at Benoit; George and Burt Darden's Deer Creek Dusters at Onward; Jack Shannon's service at Clarksdale; Billy Williams Flying Service at Tutwiler; and R.C. Colvin's Leflore Flying Service at Greenwood.

These firms contributed heavily to the fast growth of agricultural flying in Mississippi and to the outstanding performance of the Mississippi Agricultural Aviation Association. Colvin, at Leflore Flying Service, was an early and effective promoter of liquid spraying and built up a large and successful business that is still thriving.

Along with an early partner, Tom Blake, Colvin entered the dusting business in 1946. Colvin and Blake were assisted

in their early days by ex-Air Corps pilot, Larry Parfitt, Jr. In addition to Parfitt, some of their early pilots were Harold Meck, Charlie Riddling, Bob Glaze, Box Hampton, Tommy Bell, "Bucket" Parker, "Fireball" Chase, Red Smith, "Pappy" Crandall, Jake Pilecki, Jimmy McPherson, and "Snookie" Jucheim. Several of these pioneer pilots are still flying for this firm.

Charles Christmas, of Christmas Flying Service at Shelby, contributed greatly to farmer and public acceptance of agricultural flying in the Delta country. His career began in Alabama flying a J-3 Cub for Hugh Wheelless of Dothan Aviation, an agricultural aviation leader in south Alabama.

In 1957 Christmas purchased two Stearmans with 220 horsepower Continentals and went into business for himself at Pelham, Georgia. However, the large cotton fields of the Mississippi Delta soon lured him away from Georgia, and he migrated to Duncan, Mississippi, where he flew Stearmans for the famed Curtis Pitts.

Finally, in 1960, he again went on his own and organized Christmas Flying Service with one PA-18 and a gas-powered water pump with which he loaded! ➤

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By 1961, the firm was flourishing with the addition of another PA-18 and pilot Bob Chandler. Christmas led the field in creating a new image for ag flying firms. His operation was "squeaky clean" and his reputation for dependability outstanding.

His operation grew steadily and is still a leader in the area.

It is now a two-generation enterprise with sons Michael and Kenny doing the bulk of the flying. Christmas was very active in state and national agricultural flying affairs and served two terms as president of the Mississippi Agricultural Aviation Association.

Charles Christmas, pioneer Mississippi and Alabama airman, in his Stearman

Perhaps the most far-reaching development in Mississippi's agricultural flying industry was the enactment of the Agricultural Aviation Act of 1966 that created the Agricultural Aviation Board.

By the middle of the 1960s, agricultural flying all over the country was being bedeviled by strong "environmental" groups, set off by Rachel Carson's Silent Spring.

State and local agricultural agencies began interjecting themselves into flying operations and were invariably headed by people lacking any expertise in this field. Confusion reigned with controversial and restrictive legislation being imposed by agencies totally unfamiliar with the industry's peculiar problems.

Spurred into action by this condition, the Mississippi Agricultural Aviation Association, led by George Darden of Deer Creek Dusters and assisted by men like Edgar Hobbs of Moorhead, began a careful campaign to pass legislation that would permit the state's ag flying industry to be self­-governing. State Senator Robert L. Crook of Sunflower County, highly knowledgeable in agricultural aviation matters, was enlisted to draw up and promote this piece of legislation. After two years of quiet and effective work, the state legislature passed the Agricultural Aviation Act of 1966, which was then signed into law by Governor Paul B. Johnson, Jr. This act created a Board composed of five members, four of whom must be active, flying operators of agricultural aviation firms. The fifth member was automatically the chief entomologist of the state's Division of Plant Industry.

Each member serves on a four-year, staggered term and is appointed by the Governor from a list of names supplied by the Mississippi Agricultural Aviation Association. Each year, one man's term expires and the Governor must appoint a successor from a list of two names provided by the MAAA. B 30 | agairupdate.com

duster at Dothan, Alabama, in 1952.

This Board is responsible for regulating agricultural flying within the state, including aircraft registration and proof of financial responsibility. It also formulates and enforces reasonable regulations to protect the industry and the public and is free of outside political influence.

The Board has functioned admirably since its inception. It handles the EPA-­required Certification Program, acts as a go-between in matters of litigation involving ag flying firms, and generally oversees all matters that relate to agricultural flying such as drift claims, hazardous flying complaints, and all other facets of the industry that in any way affect it or the general public.

Regulations have been kept at a minimum and, since the Board is composed of active flying firm operators, unworkable and unnecessary regulations are completely avoided. During its lifetime, no other state agency has ever attempted to encroach upon this Board's authority. Incidents involving the public, such as drift claims, are promptly handled and usually settled satisfactorily without legal proceedings.

The marked success of this Board has had a strong effect on the thinking of flying firm operators all over the country.

And the Board's leadership has been sought in helping other associations institute legislation of this sort in their own states.

This has been a difficult task, due to the overwhelmingly urban-oriented legislatures in most states. Old, established state agencies are reluctant to relinquish any authority that they may have over the agricultural aviation industry.

Recently, however, there are some indications that the legislative trend may be moving back to a more farm­oriented way of thinking. This may make it possible to enact this type of beneficial legislation in other areas.

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AGAV PHOTOS

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Kearney, Nebraska Photos by Anthonie York, Air Tractor

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A WING AND A PRAYER

Carlin Lawrence carlin@agairupdate.com

God Answers Our Prayers According To His Will “Confess your trespasses to one another, and pray for one another, that you may be healed.”

“Now this is the confidence that we have in Him, that if we ask anything according to His will, He hears us. And if we know that He hears us, whatever we ask, we know that we have the petitions that we have asked of Him” (1 John 5:14-15). There are several reasons why God does or doesn’t answer our prayers. Many times God is gracious and answers our prayers very soon after we ask. There are also many times that we have to wait for God to answer our prayers. Then there are times that it seems that He has said, “No” to our prayers and we never see an answer that we can recognize as an answer to our prayer. No sinful human knows all the reasons why God does or doesn’t answer our prayers. God says, “For My thoughts are not your thoughts, nor are your ways My ways,” declares the Lord. “For as the heavens are higher than the earth, so are My ways higher than your ways” (Isaiah 55:9-10).

“Confess your trespasses to one another, and pray for one another, that you may be healed.”

The effective, fervent prayer of a righteous man avails much” (James 5:16). Every time the Syrian king would try to make war against Israel, God would show Elisha what he was going to do and Elisha would tell the king of Israel how to avoid the Syrian army. So the Syrian king sent his army to capture Elisha, and Elisha prayed to the Lord, “Strike this people, I pray, with blindness.” The Lord struck the Syrian army with blindness, and later Elisha asked the Lord

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to open their eyes, and the king of Israel fed the Syrian army and sent them back to their own land (2 Kings 6:8-23). God answers our prayers according to His sovereignty.

Daniel was taken captive as a young boy and taken to the Babylonian Kingdom and now he is an old man and is seeking to understand more about God’s purposes for himself and the nation of Israel. He knew what the prophet Jeremiah had written that the desolation of Jerusalem would last 70 years. Now the 70 years are about over and Daniel is wondering what God will do next. So Daniel began to pray (Daniel 9). As Daniel is praying the angel Gabriel came to Daniel and said, “Daniel, I have now come to give you insight and understanding. As soon as you began to pray, an answer was given, which I have come to tell you, for you are highly esteemed. Therefore, consider the message and understand the vision” (Daniel 9:22-23). When Daniel began to pray God gave Daniel insight into the future of what was going to happen to the nation of Israel from that time until Jesus comes again.

Hannah, the wife of Elkanah was wanting a son. But years went by and she couldn’t have a child. She prayed and prayed but there seemed to be no answer from God—She was still barren. She was desperate and prayed, “O Lord Almighty, if you will only look upon your servant’s misery and remember me, and

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not forget your servant but give her a son, then I will give him to the Lord all the days of his life, and no razor will ever be used on his head” (1 Samuel 1:10-11). Hannah had been praying for a son with the wrong motive. Now she says that she will give her son to the Lord all the days of his life. The Lord gave her a son and that son was named Samuel who became one of the great spiritual leaders of Israel. Many times our prayers are delayed because we’re praying with the wrong motive. James wrote, “When you ask, you do not receive, because you ask with wrong motives” (James 4:3).

The Lord used Paul to perform miracles of raising people from the dead, healing, casting out demons, and gave Paul the insight and wisdom to write several books of the New Testament. Yet when Paul asked the Lord to heal him from his thorn in the flesh, the Lord refused. “To keep me from becoming conceited because of these surpassingly great revelations, there was given me a thorn in my flesh, a messenger of Satan, to torment me. Three times I pleaded with the Lord to take it away from me. But He said to me, ‘My grace is sufficient for you, for my power is made perfect in weakness.’ Therefore I will boast all the more gladly about my weaknesses, so that Christ’s power may rest on me” (2 Corinthians 12:7-9). The Lord didn’t heal Paul because He didn’t want Paul to become conceited. Many times the Lord doesn’t answer our prayers because what we are praying for will cause us harm.

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When we read of how God answered Elijah’s prayers, and used and blessed Elijah we sometimes say, “But that was Elijah.” James says that Elijah was a man just like we are, he’s no different from you and me. It encourages me knowing that Peter was no great spiritual giant when the Lord chose him: he was just a common man, a fisherman, but by the power of God’s Holy Spirit he became a man of faith and prayer. God uses men and women of faith and prayer to accomplish His purposes. “Whatever is not from faith is sin” (Romans 14:23).

“He who would love life and see good days, let him refrain his tongue from evil, and his lips from speaking deceit. Let him turn away from evil and do good; Let him seek peace and pursue it. For the eyes of the Lord are on the righteous, and His ears are open to their prayers; but the face of the Lord is against those who do evil” (1 Peter 3:10-12). If we’ll pray with a humble heart and seek God’s will for our life He will answer our prayers according to His will, which is what every Christian should be praying for. “Keep yourselves in the love of God, looking for the mercy of our Lord Jesus Christ unto eternal life” (Jude 21). Living a lifestyle of pleasing God brings His blessings into our life. agairupdate.com | B 35

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REGINA’S PERSPECTIVE

Regina Farmer regina.farmer@chem-man.com

Giving Your Customers Tools to Help Their Growers Give your customers information that will help them run their business and also services that will help their workflow.

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I enjoy teaching CE classes at conventions. It helps me feel like I’m giving a service to the industry that might be beneficial.

One of the things that I often relay is that you need to give your customers information that will help them run their business and services that will help their workflow.

One of the things that I’ve seen a lot of interest in lately is sending growers pre and post notifications of the job being done. We added this feature a couple of years ago to our software per a request. The more people

learn about it, the more their growers love it.

You can either email or text the date you plan on spraying and the day(s) that you applied it. This keeps a log in our system, so you’ll know when you sent an email or text to the grower.

I had a consultant call me one weekend and said he wished he could get all of his applicators to do this. He is being copied on the notifications of his customers after they have been applied.

This helps him help the grower. Knowing when they can get back in the field makes a huge difference.

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You can do other things, such as reporting all the jobs for the grower’s records. We also have a feature that lets the grower login and create their maps and jobs. With many younger farmers getting on board, they love this feature. The communication is instant, and there’s no miscommunication. I’ve seen all kinds of workflows, but I hear growers having to take a map and then rebuild it in your system seems pretty clunky.

There are so many different workflows in our industry. I love to help make this more efficient. As one operation told me, “This is our lives, and every click makes a difference.”

Something I like to do for our customers (and potential) is having an annual seminar. We’ve had two successful seminars in Jonesboro, and I realized how important it is for them to know all of the program’s features. Education is so important. Two customers found out they could’ve saved a lot of time if they had only known about a few reports.

We had a good time eating a great meal, having raffle giveaways, and having great fellowship.

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Rick Turner Joins Neal Aircraft A highly accomplished leader with proven track record of driving superior performance.

Slaton, Texas, March 23, 2022 – Neal Aircraft today announced that Rick Turner has joined Neal Aircraft, effective March 14, 2022. Most recently Mr. Turner had retired from Air Tractor as Vice-President of Operations.

Mr. Turner has over 34 years of experience in leading departments and operations for a world premier agricultural aviation company. In his role, he was responsible for the implementation of the E-Coat process, including developing and executing initiatives in shaping the production process, technology, product development and addressing the needs of the customers. Mr. Turner began his aviation career in the wing assembly area, as his career progressed, he was exposed to every area in the production cycle.

“Rick has a long-standing history with the Neal family. The Neal Aircraft family believes that Rick is the ideal person to help lead Neal Aircraft to the next chapter of growth and success,” said Robert Neal, President of Neal Aircraft. “We have always been impressed by his strong track record of execution, operational excellence and developing teams that drive results. Rick has consistently delivered high results during periods of industry disruption, consumer change and technological advancements. He is a world-class leader, and we are excited to welcome him to the Neal Family.

“I am honored to join the Neal Aircraft family,” said Mr. Turner. “In my previous experience with Air Tractor, I developed a deep appreciation for what makes being part of the dealer network so special. Neal Aircraft’s success has always been rooted in its passion for aviation and their

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family of customers. I look forward to working with our customers to enhance the buyer experience and provide operational insight that will help our clientele sustain and grow their business. I will focus on business strategies, face to face customer interactions, and help deliver on Neal Aircraft’s commitment to bringing value and service to every customer.

Neal Aircraft is an Air Tractor dealer with 75 years of aviation experience located in Slaton, Texas at the Larry T. Neal Municipal Airport. Founded in 1946 as Wes-Tex Aircraft located at the Lubbock Municipal Airport in Lubbock, Texas.

Neal Aircraft connects buyers and sellers of agricultural and fire aircraft. Neal Aircraft is dedicated to providing exceptional service and value to their family customers.

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CRAYMER’S COUNSEL

Robert Craymer - robertc@covingtonaircraft.com

Unscheduled Events, Exceedances Unscheduled events are the incidents that none of us want or need, but they do happen despite our best efforts.

I like to talk about unscheduled events on the PT6A engine from time to time. Unscheduled events are the incidents that none of us want or need, but they happen despite our best efforts. There is a pretty extensive list of events that Pratt & Whitney Canada describes as unscheduled events in the maintenance manual.

They cover everything from a prop strike to immersion in water. I will try and discuss these events; however, the list is too long to discuss in one article. In this article, let’s look at some exceedances; specifically, we will look at overtorque and over-temperature.

When either a temperature or torque event occurs, information will be critical. Knowing the answer to the following questions is extremely important: How far above redline? How long did it stay above redline? This information helps the engine shop determine the work scope required to return the engine to service. This is where the MVP-50T or any engine monitoring system comes in handy. Recorded data can be downloaded and provide accurate readings on exceedance and duration. When something outside the ordinary happens, the pilot can be busy, and the most important thing is to get the airplane safely on the ground. That is why engine monitoring systems are a benefit to an operation.

When one of these unscheduled events occurs, you may be asked to complete a service information letter Gen-135. This is a form describing the circumstances of what happened.

If the engine is still under warranty, there may also be a requirement for a second form to be completed by Pratt & Whitney Canada. Ask for help if needed. We always want to ensure that you don’t inadvertently cause yourself struggles

A 32 | agairupdate.com

and pain by not crossing all the t’s. You can also visit about what needs to be done with your Pratt & Whitney Canada field service rep or C-First.

Now, what is the first step if an over-temp event has occurred or is suspected? The first thing we must do is make sure the indicating system is functioning correctly. Make sure what the pilot witnessed was being accurately reflected in the cockpit. Next, we must discuss the over-temp event. Key components of this event are peak temp reached and duration. The maintenance manual has a chart where you can line up the temp and time, and the chart will provide the maintenance requirements. There is a limit where no action is required if the event occurred in the range. The next level is to determine and correct the cause of the over-temperature.

After an over-temp, a visual inspection of the engine may also be a maintenance requirement. As temperature and duration go up, so does the level of maintenance. If it cannot be determined how long the event lasted or what the peak temperature reached was, then one must assume the worst case.

Engine removal and engine shop visit are required for all Area C category events. You will need to indicate “Unknown Temperature” when sending the engine in for an inspection when the temperature cannot be determined.

This is the signal to the engine shop on how to proceed. The inspection process can include destructive testing of at least two compressor turbine blades, followed by other inspection requirements in the PT6 manual. These actions are for over temp events that are not at the start. If you have an exceedance of temperature on startup, there is a separate chart to determine what steps must be taken. ➤

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The maintenance manual also discusses inadvertent cut-off and relights of the engine during taxi. This is an event of its own and should be handled as stated in the maintenance manual. We have seen issues directly linked to inadvertent cut-off and relight, including failure of the compressor turbine blades. It is extremely important to follow the inspection criteria when you have such an event.

Shifting the focus to over-torque, like the over-temp event, there is a chart with the duration on one side and maximum torque reached on the other. Maintenance requirements are from no maintenance action to return the engine to the shop.

If you fall between those categories, there are actions to monitor in your engine. First, we want to verify the indicating system is accurate. Next, look at the oil system. We are looking for metal and debris in the oil. Rotate the propeller, listening for unusual noise. Pull the chip detector(s), oil strainers, and the oil filter and look for debris. If everything looks and sounds normal, perform a ground run per the maintenance manual. Ensure that nothing has changed in propeller operation, such as acceleration on start or abrupt deceleration on shutdown. Run the engine to a specified power setting as set out in the manual. Once the engine run is complete, pull filters, strainers, and detectors again, looking for debris. Then follow up this same round of checks in the prescribed time in the future. For instance, in one manual, we run the engine at 80% for 10 minutes and make our checks.

Perform the checks again in one week/25 hours minimum.

Suppose you have an over-torque that is at the top of the chart, which requires removal for inspection and servicing.

A 34 | agairupdate.com

You can be thankful that the PT6A has a modular design.

You might be able to only remove the power section on the PT6A and send it in for repair rather than pulling the complete engine.

I always tell everyone to listen to their engine and watch for changes. The PT6A is a solid engine that will let you know when something is wrong. If you see something in your normal operation of the engine that strikes you as odd or different, ask about it. Talk to your mechanic about what is different. It may be nothing or an indication that something more dramatic could be coming. Finally, if you have an exceedance, don’t ignore it. Let’s all hope that we can avoid anything unscheduled.

Please reach out to me at robertc@covingtonaircraft.com if you have any questions, and I’ll be glad to assist.

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NTSB REPORTS Accident Synopses

NTSB Identification: CEN21LA432 Date: July 9, 2021 Location: Berlin, Illinois Aircraft: Bell 206L-3 Injuries: None The pilot reported that while landing the helicopter on a loading truck, he felt the skids settle and spread.

After a few seconds, the helicopter began to slide off the truck. He increased collective in an attempt to move forward away from the truck, but thought that the skid was stuck. The pilot was able to dislodge the skid but the helicopter rolled onto its left side, resulting in substantial damage to the fuselage. The pilot reported no mechanical malfunctions or failures that would have precluded normal operation.

Probable Cause and Findings — The National Transportation Safety Board determines the probable cause(s) of this accident to be: The pilot’s failure to maintain control of the helicopter with a stuck skid, which resulted in a dynamic rollover.

NTSB Identification: CEN21LA349 Date: July 31, 2021 Location: Randolph, WI Aircraft: ROBINSON HELICOPTER COMPANY R44 II Injuries: Serious The pilot reported that while making a turn at the end of a field following an aerial application pass, the helicopter struck power lines and subsequently impacted the ground. The helicopter sustained

A 36 | agairupdate.com

substantial damage to the fuselage and main rotor system. The pilot did not report any preaccident mechanical malfunctions or failures with the helicopter that would have precluded normal operations. The pilot reported he was aware of the power lines but misjudged the position of the helicopter with reference to the lines and realized that he did not have sufficient room to make the turn without impacting the lines. The pilot stopped the turn and lowered the collective to attempt to pass under the power lines.

The helicopter impacted the lower string of lines and impacted the ground, coming to rest almost upright.

Probable Cause and Findings — The National Transportation Safety Board determines the probable cause(s) of this accident to be: The pilot’s failure to maintain clearance from power lines during a lowlevel aerial application flight.

NTSB Identification: CEN21LA350 Date: August 4, 2021 Location: Waukon, IA Aircraft: ROBINSON HELICOPTER R44 Injuries: Minor The pilot was conducting an agricultural application pass when the helicopter struck a powerline crossing the cornfield being sprayed. He did not see the line until exiting the helicopter after the accident.

Earlier in the morning he had surveyed the area for obstacles but did not observe any lines crossing the field. The pilot commented that his initial survey pass was completed toward the east with the

sun “low in the sky and in [his] eyes.” He noted that there were no issues with the helicopter before contacting with the power line. The helicopter sustained substantial damage to the main rotor system, the fuselage, and the empennage.

Probable Cause and Findings — The National Transportation Safety Board determines the probable cause(s) of this accident to be: The pilot’s failure to maintain adequate clearance from a powerline during an agricultural application pass.

NTSB Identification: WPR21LA333 Date: August 27, 2021 Location: Glide, Oregon Aircraft: BELL HELICOPTER TEXTRON 206L-1 Injuries: Serious The pilot of the helicopter reported that, while conducting an aerial application over an open area, the main rotor blades struck a tree that he had previously not seen.

Subsequently, the helicopter began to spin to the left and impacted the terrain. The helicopter sustained substantial damage to the fuselage and tailboom. The pilot reported that there were no preaccident mechanical malfunctions or failures with the helicopter that would have precluded normal operation.

Probable Cause and Findings — The National Transportation Safety Board determines the probable cause(s) of this accident to be: The pilot’s failure to maintain clearance from a tree during an aerial application.

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Smooth is Fast How to Speed Up Your Medical Certification

By James Williams There is an idiom that says, “Slow is smooth. Smooth is fast.” The expression was made famous by special operations soldiers to emphasize that slowing down to smooth out the process will paradoxically often lead to a faster end result. As Tolkien said, “the hasty stroke oft goes astray.” Both sayings are very relevant to our medical certification.

So by rushing the process, you may find yourself in a far more frustrating ordeal than is necessary. In fact, the vast majority of medical certificate applications that are not issued are based on a lack of response from the airman with the requested information, not a denial by the FAA. So, in a very real way, taking some time to slow down and ensure a smooth process could make a huge difference.

Smoothing Out the Process “There are some very simple things a pilot can do to streamline the process,” explains Federal Air Surgeon (FAS) Dr. Susan Northrup. “First, make sure any documents you submit to the FAA are legible and have A 38 | agairupdate.com

your name, a date, and any identification numbers that you may have on them.” She continued, “Make sure all letters, including summaries from physicians, are signed and dated. Ensure that your package includes all information requested by the FAA and keep a copy of what you’ve submitted for your records. Also, make sure your contact information is current in MedXPress.”

These tips help any pilot looking for a medical, whether for a renewal or an initial application (for more on what to expect from your first medical exam, see the article “What to Expect From an FAA Medical Exam” here: bit. ly/FAAMedExam).

Dr. Northrup also has another piece of good advice. “The Guide for Aviation Medical Examiners (AME) is a great resource for pilots to see what the FAA requires to certify a pilot with any given condition.” The Guide for Aviation Medical Examiners is the AME’s manual for the medical certification of pilots. While the AME Guide was written for doctors, it is available to anyone online at bit.ly/AMEGuide.

So if you want to know what your AME is going to be looking for, the guide is a great place to start.

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“If you have any questions, or need more help, reach out to your AME, Regional Flight Surgeon (RFS), or one of the pilot advocacy groups that can provide more information,” said Dr. Northrup. If you have a condition listed in the AME guide, you can work with your primary care doctor to make sure that you have current copies of all of the reports and test results. It’s also essential to ensure that any tests ordered are correct, and in the format the FAA needs for certification. When in doubt, your doctor may contact your AME or RFS’s office. This ensures that you don’t have to repeat tests and are ready to be certificated when you walk into your AME’s office. But what if you don’t meet the medical standards?

Meet CACI If you haven’t had a medical certificate before or haven’t had one in a while, you probably don’t know what a CACI is. Conditions AMEs Can Issue (CACI) is a program that allows AMEs to issue medical certificates to pilots that would usually have to be deferred to the FAA so long as they meet specific requirements. That means that you walk out of your AME’s office with a medical certificate without having to wait for the FAA to review and approve your medical. Also, these are regular medical

certificates, not Special Issuance certificates, that usually come with limited durations or additional requirements.

These conditions include arthritis, asthma, hypertension, migraines, pre-diabetes, several forms of cancer, and more. For a complete list of conditions and the applicable worksheets, visit bit.ly/AMECACI.

Special Issuance, SODAs, and More If you don’t meet the regular medical standards, there are a few other options. The most common would be a Special Issuance (SI). Broadly, SIs are performed when a pilot doesn’t meet the medical standards. Still, through some alternate means like additional documentation, shorter duration certificates, additional monitoring, or other mitigations, the FAA can issue an SI so the pilot can fly. Unlike a CACI, these medical exams must be initially deferred to the FAA and reviewed by the Aerospace Medical Certification Division (AMCD). Under the AME Assisted Special Issuance (AASI) program, some SI renewals may be handled by selected AMEs without first deferring to the AMCD, assuming specific criteria are met. AASI saves time by not processing on the front end and gets you back to flying status faster. Please see our Jan/ Feb 2009 issue for the article “Getting your Special Issuance Medical” for a more detailed look at the SI process.➤

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A Statement of Demonstrated Ability (SODA) is a process that allows a pilot with a static, non-progressive condition that might otherwise be disqualifying to demonstrate that they are capable of operating an aircraft safely despite the disqualifying condition. The scope for a SODA is more limited than an SI, as the condition must be static but is valid until the condition changes or is revoked by the FAA. This process may require a special medical test flight (this might not actually include a flight) to determine that the pilot can operate safely and what, if any, limitations must be placed on the medical certificate. These tests are requested by the AMCD or RFS and generally carried out by the local Flight Standards District Office (FSDO).

Other means of medical compliance include BasicMed, Sport Pilot, and aircraft operations that don’t require a medical certificate. Each of those categories is an article in its own right, but it’s important to remember that Title 14 Code of Federal Regulations (14 CFR) section 61.53 still applies.

This means that you must still ensure that you are fit for flight as pilot in command before each flight.

Regardless of what certification path you end up taking, slowing down to ensure a smooth process will likely deliver the best results. If you think you may have difficulty with the process, check the AME guide to see what the FAA needs.

This is especially true if you have a CACI condition.

Work with your personal doctor and AME to make sure everything is in hand, and be sure that’s what the FAA needs to see. If you have questions, ask your AME or RFS. Also, consider contacting a pilot advocacy group. Many have excellent advice for navigating the process.

Remember your medical exam doesn’t start until the AME A 40 | agairupdate.com

CACIs with Certification Wroksheets CACI Coindition Arthtitis

Hypertension

Asthma

Hypothyroidism

Bladder Cancer

Migraince and Chronic Headache

Breast Cancer

Mitral Valve Repair

C-ITP (Chronic Immune Thrombocytopenia)

Pre-Diabetes

Chronic Kidney Disease

Primary Hemochromatosis

Colitis

Prostate Cancer

Colon Cancer / Colorectal Cancer

Renal Cancer

Glaucoma

Retained Kidney Stone(s)

Hepatitis C-Chronic

Testicular Cancer

pulls up the MedXPress application at your office visit, so there’s no penalty for asking questions before that process begins. Hopefully, by knowing what to expect and being ready with any additional information, you can reduce a maddening waiting game of frustration to an easy visit to your AME that ends with a medical certificate in your hand. Even if that isn’t possible, having that additional information in hand and ready to send to the AMCD should reduce the need for timeconsuming back and forth. This is where a good AME can make a big difference.

A smooth and fast certification process is what everyone wants, and hopefully, this helps you get there.

James Williams is FAA Safety Briefing’s associate editor and photo editor. He is also a pilot and ground instructor.

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Five Tips to Fast-Track Your Medical

By Dr. Leo Hattrup, FAA Medical Officer

Due to advances in treatment, medical follow-up, and FAA medical programs and protocols, the FAA now allows pilots to be issued medical certificates with medical diagnoses and/or medications that were previously considered grounding. However, pilots (and the FAA) still want the process to be as fast as possible.

The key is to come prepared for your Aviation Medical Examiner (AME) appointment.

In many cases, your AME will have all of the information needed to issue a certificate at your appointment. Still, if any item is missing or a question is unanswered, your medical (if deferred) will take longer. Here are five tips that can help speed things along.

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1. List ALL Your Medical Conditions, Including Any Physician Visits Since Your Last Medical A common mistake that applicants make is not including a complete medical history on their application. The FAA requires a complete list of your current medical conditions and history, so be sure to make a list of everything, including events that happened years ago and those you reported on previous applications. This list will also help you fill out your Application for Airman Medical in MedXPress (Form 8500-8) and give you a starting point to review what information the FAA will need for each of your conditions. (Remember, the instructions state “Have you ever in your life …”)

Many pilots find it helpful to maintain a list of all doctors visited, including names, contact information, and specialty, along with the treatment received and the condition or reason for the visit. Keep in mind that after you have made an initial report, further reports can be very brief (e.g., “appendectomy, 2003, fully recovered”).

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2. What Documents Do I Need to Bring to My Appointment?

Take a look at the AME Guide at bit.ly/ AMEGuide to find out what documents and information your AME will need to see for each of your medical conditions at your appointment. It will also give you a starting point to help you fill out your MedXPress application.

A helpful tip is to use the CTRL-F key search function within the PDF file to find requirements for a specific condition. The disposition tables for each condition in the AME Guide will indicate what documents you need to provide. You should see this under the Evaluation Data section of each table. Watch this AME Minute video explaining disposition tables at bit.ly/ DispositionTables.

Your condition may require your AME to follow the Conditions an AME Can Issue (CACI) worksheet, so be familiar with this document. Many pilots find it helpful to bring the CACI worksheets or disposition tables to their treating physician(s) to help them create a note or clinic summary that the FAA can use to make an aeromedical decision. You can find the CACI worksheets here: bit.ly/ CACIWorksheets.

If your condition requires you to provide a “current status report,” please note that we are looking for a copy of the detailed clinical progress notes (actual clinical records) from your treating provider that should address each of the following topics: •

Diagnosis

•

Treatment and Follow-up Plan

•

Prognosis

•

Specific Items on the Disposition Table

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Caution: A “Patient After Care Summary” is easily accessible on many Electronic Medical Records, but this DOES NOT contain what the FAA needs to make a medical certification decision. The FAA requires a copy of the actual clinical treatment records.

Also, the FAA does not need a separate letter or note from your provider. It is just more work for the provider and usually does not include all the information that the FAA needs.

3. Help Your Physician Understand Airman Medical Certification There’s a very good chance that the physician who takes great care of you and your medical conditions has no experience in airman medical certification. Here’s a few things that will help them help you: • Explain that the FAA makes medical determinations based on the Code of Federal Regulations, which focuses on public safety.

• Let them know what information the clinical records must contain and that an FAA physician may review it.

• Bring a copy of the CACI worksheet for each of your conditions. Let your physician know that you need each item addressed in the clinical records.

• If the FAA specifically asks for an evaluation by your physician, make sure the clinical records are officially reviewed and signed by your physician and not just a clinical extender (e.g., nurse, nurse practitioner, physician assistant, etc.).

4. Work With Your AME Unlike most physicians, AMEs are specifically trained by the FAA to know when to issue or defer a medical certificate. When a pilot

has a condition requiring the AME to defer (such as a heart attack or stroke), your AME can help you understand which documents the FAA will need to review. Remember, while both your physician and the FAA are concerned about your health, the FAA also focuses on public safety.

For that reason, we sometimes require testing beyond what is necessary just for patient care.

If you have a condition that requires a Special Issuance, in some cases, your AME will be able to issue a follow-up certificate. The FAA has a sub-set (30 conditions, so far, for all classes) for which the AME can issue a renewal of the Special Issuance. These are called AME Assisted Special Issuances or AASI, though the FAA will still review the evaluation. Assuming the evaluation is favorable, the pilot can walk out of the office with a certificate in hand rather than waiting for the FAA to complete the review. In the past few months, we added a group of the most common cardiac conditions to the list.

5. Don’t Forget to Submit Your Information to the FAA Within 14 days of Your Exam Due to the volume of documents received by the FAA, if at all possible, send your documents within the 14day window that AMEs are allowed for submitting examinations. Also, note whether you or your AME will be sending in documents, and ensure your AME gets a copy. Advise the FAA of any delay beyond 14 days.

Approach your medical certification the same way you prepare for a flight. Be prepared, use a checklist, and have all the tools and supplies that you need on hand to fast-track your medical to a smooth landing.

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Air Tractor Launches New at802F.com Firefighting Website The Air Tractor AT-802F and amphibious 802F Fire Boss are proven tools in the fight against wildfires. Predominantly used for rapid and direct initial attack, these agile forwardattack single engine air tanker (SEAT) aircraft are among the most versatile and cost-effective tools in many firefighting agencies’ toolkit.

Now, Air Tractor has launched a new aerial firefighting website: AT802F.com. It features the AT- 802F, 802F Fire Boss, as well as the latest insights and information about rapid response and initial attack tactics.

“Demand for these aircraft continues to grow as hotter, increasingly destructive wildfires become the norm. More than 350 AT-802F airplanes have been delivered and are working with great success across the globe,” said Air Tractor President Jim Hirsch.

“As fire seasons have grown longer and more complex, more firefighting agencies are recognizing the value of the AT802F for quick, cost-effective response to fire starts.”

The new website provides in-depth information about the AT-802F and is a resource for those looking at the aircraft, SEAT operations, as well as utilizing them more effectively in wildfire prevention and initial response approaches.

“The new AT802f.com website is a knowledge center sharing new ideas in the application and use of the AT-802F and 802F Fire Boss in a rapidly changing wildfire environment.

We hope it can help firefighting agencies to evaluate if their current response is still the right response for these challenging times in the fight against wildfires,” Hirsch said.

Visit at802f.com for more. agairupdate.com | A 43

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Fighting Fires for Farmers in the Brazilian Midwest

View of a fire in a plantation in the Brazilian Cerrado, in the state of Goiás.

The Textor family has been leading aerial firefighting in the region for 15 years

Operating agricultural aircraft for more than three decades, Aerotex is a company that is at the forefront of the aerial firefighting and ag aviation industry in Brazil. Located in Montividiu, Brazil, the Textor family started fighting fires fifteen years ago, initially in state parks and other forest reserves.

Tiago Textor started his aviation career in his father's footsteps, Beto, one of Brazil's leading aerial application pilots. In the last four years, Aerotex has changed the dynamics of aerial firefighting and agricultural operations in Brazil. The company created two aerial firefighting brigades that provide services to sugarcane mills, rural producers, and agribusiness companies, aiming this business model at protecting rural operations and properties. Aerotex has also formed partnerships with several regional municipalities that allow the company to perform operations in preservations and other public domains. Tiago Textor, the family's secondgeneration pilot in the field, gives us some details about the A 44 | agairupdate.com

structuring of his operation. Tiago and his crews recently fought a large fire in a plantation in Cerrado, Brazil, in Goiás.

"When we set up our first brigade, we surveyed prospective clients and sought out those interested. At the time of instituting the first brigade, we foresaw a fixed cost, which was shared among all the participants. The variable costs (per flight hour) were then paid by those who needed the service".

To succeed in private aerial firefighting operations in Brazil, the company promotes itself to the local market by bringing together farmers, private companies, and municipalities to contract the service.

The Textor family flies Cessna, Air Tractor, and Thrush aircraft. "We've been working for a long time, and we've seen effectiveness even with these smaller planes, including the Cessnas. Of course, this only works on certain types of fires.

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Aerial firefighting operation carried out by Aerotex. The company is responsible for bringing together farmers, private companies and municipalities to contract on fires.

Tiago Textor (right) is an agricultural pilot who follows in the footsteps of Part of the Aerotex fire brigade. The company stands out for using smaller

his father, Beto Textor (left), at one of Brazil’s leading aerial application

aircraft, with a large fleet of Cessnas equipped for firefighting.

companies.

It's no use wanting to fight fires in native vegetation, dense forests, or in a more advanced fire with a small aircraft.

However, they meet the demand in smaller fires very well.

The importance of flight and business experience in the aerial firefighting market (especially with smaller aircraft) in Brazil is paramount, says Tiago. "We have seen many operations done wrong, which leads to unsafe operations, lack of efficiency, and denigrating the entire industry.

Training is crucial for any pilot who wants to perform aerial firefighting operations, but especially for those who will work with small aircraft, which have a smaller volume".

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The company stands out for using smaller aircraft, with a large fleet of Cessnas equipped for firefighting.

Tiago also stated that, despite the severe drought in 2021, aerial firefighting work was more effective, and there were fewer outbreaks, with a more controlled fire season.

"We continue to view the industry's growth with great optimism, as farmers have realized the effectiveness of aerial firefighting: with rapid activation, prepared personnel, a full hopper, and rapid response when a fire emerges, the result is a more effective mitigation that keeps our customer base safe and satisfied." agairupdate.com | A 45

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500 gal “SC-Plus” TPE 331* ................... $419,000 400 gal “SB-Plus” TPE 331* ................... $339,000 * New Prop - your engine

N936QC 350 gal “A+R1340” Complete/Deluxe** $189,000 N141QC 350 gal “A+R1340” Complete/Deluxe**.... $189,000

Used Parts Buy or Sale Over 30 years of service

**OHC Top Shop Engine/Fresh Prop

Jigged Frames — “ground-up” — restorations More Versatility, Safety and STOL Performance Less Debt, Maintenance and Depreciation Costs

P.O. Box 482, Municipal Airport, Walnut Ridge, AR 72476 USA Tel: 870-886-2418 • frank.kelley@ag-cat.com • Fax: 870-886-2489

JETSET AIRMOTIVE Our PT6A Services:

➤ PT6A Engine Sales and Service ➤ PT6A Parts Sales ➤ PT6A Engine MRO Services

AOG 24 hr Field Service: ➤ ➤ ➤ ➤ ➤

Engine Removal and Installation Troubleshooting Hot Section Maintenance Borescope Inspection ITT, Torque Calibration

preeves@jsamiami.com www.JSAMiami.com • 305-825-2001

Airplane Services, Inc. 1817 Mineral Springs Road Jay, Florida 32565

Ellis Stuart Chad Stuart Office: 850-675-1252 Cell: 850-380-6091 ncsflyboy@yahoo.com

Alternators, Carburetors, Fuel Boost Pumps, Fuel Systems, Generators, Hydraulic Pumps, Magnetos, Propellers (Hamilton Standard & Hartzell), Prop Governors (Turbine & Radial), Reverse Current Relays, Starters, Starter Generators, Tach Generators, and Voltage Regulators.

2740 N Sheridan Road | Tulsa, OK 74115 Tel: 918-835-9924 | Fax: 918-835-3681 www.airacc.com

A 46 | agairupdate.com

CLASSIFIEDS

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Aircraft - Ag Cat

1974 Ag Cat G164A with 9059 total time, 2930 since Hershey rebuild. Pratt and Whitney Geared 1340 1380 SMOH. Hamilton Standard 23D40 3 blade hydrostatic propeller.

Aircraft features sealed cockpit, metal wings with Hershey tips, 335 gallon hopper, 115 gallon fuel system with bottom load port, stainless steel belly and booms, and aluminum spreader.

Equipped with a SATLOC M3 touch screen, smoker, and flagger. Annual due 4/22. Price reduced to $65,000 Aircraft is located at KHSG, Thermopolis, WY. Please call Steve at 307-277-3822 or Nathan at 307-921-8579

1986 G164B Ag Cat Super B- Mills Conversion, Pratt & Whitney PT6-34, Bantam GPS, 400 Gallon Hopper, Bottom Load Fuel, Metalized Wings, Hershey Wing Tips, Goose Feet, Flagger, Smoker, Weath-Aero Fan. Call Steve at 509-595-3520 for more pics, engine, prop, and airframe logbook. Location: Pullman, WA scott@cacaircraft.com

1975 Ag Cat G-164B, N8834H R1340, TT 7266+ SMOH 227+ TT3653+ Super clean beautiful Ag-cat. SATLOC Bantam Intelliflow, 114 long range fuel, Kawak Throttle Quadrant, Collins A/C, 330 gal hopper, Smoker Sys, New tires, New Comm radio, bottom fuel and load connections. Right boom shutoff, Raised wing kit, Heavy Gear, Dry Spreader.

Everything you would want, ready for work. Proud build from Sky Tractor. You will not find another like it. $194K 580-884-0446

Relisting! The sale fell through. 1989 Super B Fat Cat, super 6 engine, 500 gallon, 11,166 TT, 1189 since hot, 188 IRAN, hydraulic spray system, air conditioning and heat, wing extensions, servos, night lights, E/I digital gauges. $250K out of annual or $280K with annual. Call 509-5208267

Your new Air Tractor is ready!

YOUR #1 AIR TRACTOR DISTRIBUTOR IN SALES AND SERVICE AIRCRAFT

1971 G164A, N7983 Geared 1340, 770 SMOH, 190 since Covington tear down, power section replacement. 190 since prop SOH and AD compliance. 24V alternator, strobes, smoker, flagger, SATLOC lite GPS, chip detector, electric fan brake, RH boom shutoff, spreader, extended metalized wings, 80-gallon bottom load fuel, 330-gallon hopper, Garmin com SL40 radio, new 29” tires, new fabric tail. $100K Call Kevin Leyva 509-6412079 with questions.

2022 AIR TRACTORS, RESERVE YOUR POSITION NOW .........................$CALL$ ENGINES R-1340, ZERO TIME SINCE OVERHAUL BY COVINGTON ......................$75,000 NEW PT6 -11, 15, 34, 60, 65, 67 OUTRIGHT OR EXCHANGE ................ $CALL$ PROPELLERS HARTZELL 3 BLADE AND 5 BLADED PROPS – NEW AND USED ............$CALL$ DISPERSAL EQUIPMENT TRANSLAND 10 VANE SPREADER FOR 38” GATE, NEW .........................$11,000 AGRINAUTICS, ROOT, CROPHAWK, TRANSLAND, OTHERS ...................$CALL$

1978 Ag Cat G-164B For Sale, TTAF: 13810, ETSOH: 1029, Engine Time Since IRAN: 117, PTSOH: 117, Prop overhauled 8/2019.

Last Annual:10/21. All tail surfaces recovered 3-15-18 at 13598. New horizontal stab. Frame installed at recover. Geared P&W 1340 with 23D40 prop. Weath Aero pump fan.

SATLOC Lite Star II GPS. 325-gallon hopper. CP spray nozzles. Sale includes dry spreaders and some spares. $95K Call Bill Oberli at 330-769-2893, email: woberli@neo.rr.com Get Serious About Selling Classifieds Starting at $19.99 478-987-2250. Fax: 478-352-0025.

LANE AVIATION, INC. ROSENBERG, TX

“Flying Excellence Since 1945”

888-995-5263

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 47

CLASSIFIEDS

A-Model Show Cat. 4000 TTAF. 1500 SMOH. 1340 with 12D-40 Ag-100 prop.

Highly modified for banner towing and sky writing. High volume smoker, VG’s, stall strips, banner tow, radio, all mods are stc’d. Could easily be converted back to sprayer or made into a two holer. $37,500. Call Airplane Services, Inc 850-380-6091

1976 Ag Cat G-164B, Tulsa Aircraft Engine, 8067 TT Airframe, 134 SMOH, 651 SPOH, 120 Gallon Bottom Load Fuel, 330 Gallon Hopper, Air Conditioning, SATLOC Bantam GPS, Crop Hawk, Flagger, Spreader, Smoker, Right Boom Shutoff. $135K 308-889-3481 Various Ag Cat Spares available. Please contact us for the price at spares@ orsmondaviation.co.za +27 58 303 5261 or visit our website at https:// orsmondaviation.co.za/ Ag Cats In Progress - S/N 526B S&R TPE331-6 FatCat 515-gal/126-fuel, Hi&Heavy, TST, 41” TL DAF, New Prop $249K (+engine repair). S/N 566B AgJet TPE331-Turbo SB+ 400-gal/120fuel, Hi&Heavy, TST, 25/38” TL DAF, New Prop/Your Engine, $335K. S/N 349B Mills PT6-Turbo B, 350-gal/115fuel, TST, New Prop/Your Engine, $225K. All LOOK & PERFORM LIKE NEW! 870-886-2418/2489F 870-7591692 Cell. AgCat Sales & Service since 1971. frank.kelley@ag-cat.com SALE PENDING: Better’n NEW 450 Ag Cat! Total “Ground-up” Restoration!

Loads of Up-Grades. “B” Cabin, hopper, 67 fuel, TL Gate, Fly Tips, SATLOC BANTAM GPS. Best “450” performer EVER! Ready for another 50-years of Reliable, Economical, Safe Service. $215K invested, $145K Steals her!

Ag cat Sales/Service since 1971. 870886-2418/2489F 870-759-1692 Cell. frank.kelley@ag-cat.com

A 48 | agairupdate.com

SALE PENDING: Export Special: G164A+, Fresh AmAg REPAIR w/ factory jigged frames, New 335-Hopper, Ext’d/Metal Wings, 80-fuel, 24V w/ Strobes, E-Servo, Hybrid Combo, Ready for 1000 hr. service-run. $59K & Your R985/R1340 E&P. CofaW4Ex included.

Flyaway or your container. AgCat Sales/Services since 1971, 870-8862418/2489 Fax, 870-759-1692 Cell. frank.kelley@ag-cat.com Special “Pair” Pricing for (2) 2021 Super A+600 Queen Cats. 350 Hopper, H-V TLand Combos, 80-Fuel, B-Cabins, TST, Zero AF & E&P! Be smart, fly safe, do better work! Bank on 4-wings! List $269K, reduced to $189K each. Ag Cat Sales and Service since 1971. 870-2418/2489F 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

Aircraft - Air Tractor AT-301

AT-502

1983 AT-301, N31580, TTAF 9679.2, P&W R-1340 Geared TTE 550.0, 350 Gallon Hopper, Bantam GPS w/G4 Light Bar, IntelliFlow, SS Boom, CP03 Nozzles, Smoker, A/C, Bottom Load Fuel, New Side Windows. Call Mid-Continent Aircraft, Hayti, MO, 800-325-0885 www.midcont.net

AT-402 1998 AT402B w/-34AG, New spars in March, prop 784 SOH. $600K Contact Speck/Heath 979-543-5272.

1995 AT-502B, N6110Y, Current Hobbs:1722.9, Current Total Time: 11,722.9, Current Extensive annual inspection completed: 2/2/2021, New landing gear springs, Engine: PWC PT6A-15AG, Engine Total time: 11,722.9, 600 hours since FCU overhauled, hot section inspection, starter overhaul and wet spline conversion, Propeller: 1200 hours since IRAN. $335,000 Call Brent Carpenter 870-930-8285 Order your AT-502 Pen and Ink Drawing from our DeSpain Collection today for only $59.99 plus S&H. Call 478-987-2250

2014 AT-402B, PT6A-34AG, TTAF 2430, TTE 26,331.5, ETSOH 6,437.5, Time since Light OH by Covington 2377. SATLOC GPS w/flow control, Reabe hopper gauge, Lane electric brake and fan, Smoker. $675K Call 785-821-2621

1981 AT-301, N2367C, S/N: 301-0412, TTAF: 15734.8, Tach: 1220.5, Wings: New spars installed

by Air Tractor Certified Repair Station (Zero time), Paint: 8 yrs. P&W R-1340-S3H1-G, S/N: ZP-104037, TTE: 10353.8, SMOH: 128.8, Propeller: 3 Bladed, Hydromatic Propeller, Manufacturer: Hamilton Standard, Model: 23D40-311, TT: 1220.5, TSOH: 128.8, Miscellaneous, SATLOC M3, Smoker, Night Work Lights. $125K Call Neal Aircraft at 806-828-5892

1991 AT-402, TTAF 13783.9 hrs., TTE 10,886.6, Equipped with SATLOC Bantam with Flow Control, Harbour Air Conditioner, Kawak Quadrant, Single Point Fuel, Wing Spars due at 17738.1 TT. $275K Contact John Lott at Souther Field Aviation, Inc. Friend of Owner. 229-924-2813

1986 AT-301, R-1340 geared engine, 600 hrs since Covington OH, Bantam GPS, CP’s. Farm Air Inc. For more information call 309-759-4826 or email hcurless@farmairinc.com

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.

Get Serious About Selling Classifieds Starting at $19.99 478-987-2250. Fax: 478-352-0025.

Get Serious About Selling Classifieds Starting at $19.99 478-987-2250. Fax: 478-352-0025.

AT-504

2014 AT-504, 1550 hrs since new, About 300 TTSHOT, Prop 1550 since new, 600 since IRAN, Annual completed Dec.2021, No known damage or accidents, Never ran dry fertilizer. SATLOC G4 w/Intelliflow, Garmin 340 Audio Panel, Garmin 330 ES Transponder ADSB out, Garmin 430 GPS/NAV/COM, Garmin GI-106 CDI, Pilot and Co-pilot dual headphone ports w/power port for noise cancel, Avionics Master switch, Digital Artificial Horizon, Shadin Fuel Flow, USB Charger port, Vert speed indicator, Hatfield center point fueling system, Smoker system, Heater and A/C, VGs, Tinted side windows, 2” Spray system w/Lane fan Brake, 20gl rinse system, 220 gl fuel tanks, New Michelin tires recently, New brakes disc and pads at annual, Electric tail wheel unlock, New Concorde Batteries. $820K Call Neal Aircraft at 806-828-5892

CLASSIFIEDS

FROST FLYING INC.

AT-602 Order your AT-602 Pen and Ink Drawing from our DeSpain Collection today for only $59.99 plus S&H. Call 478-987-2250

AT-802

2012 AT-802A, Price Reduced, New Aircraft is on the way! Total time 5680. Replaced Three Engine Isolators. Installed new Torque Gauge. Overhauled Starter. Complete 100 Hour. Removed lefthand fuel gauge and sealed glass also calibrated fuel system. Painted all three colors on leading edges.

Replaced brake pads on both sides.

Replaced Flap Torque tube. Installed new wet and dry boots in the middle belly. Removed Aft Belly soda blasted all corrosion. Primed and painted.

O/H L/H Horizontal with all new ribs and skins blasted spars and primed and painted. Rebuilt lower rudder, primed and painted all three colors.

Sandblasted fuselage from condenser box the tail primed and painted.

Blasted and powder coated tail gear and horizontal struts. O/H tail wheel.

Replaced R/H main tire. Replaced LED nose light lens. Replaced Aftmost Turtle Deck skin. Replaced all elevator trim bushings. CT disk blade stretch test completed by Prime Turbines - all good. Complied with all A/D’s. Price reduced to $700K Call David Glover, Managing Member at 870-501-1136

2000 AT-802 Dual Cockpit SN100, 7300 TTAE, night work lights, SS booms, CP nozzles, 650 hrs left on wings, 1100 since hot, G4 SATLOC, all new A/C system, compressor, and hoses, MVP 50.

Currently working. Annual due 3/22.

Asking $400,000. Call 602-3772416

2012 AT-802 For Sale in Florida, 4,555 Total Hours Airframe and Engine, 437.5 hours since HSI by RT Turbines, new CT blades at HSI, Wingman System STC, SATLOC G4 Intellistar GPS w/flow control, VG’s, Fast Start 48 Volt cranking system, all US history, located in Stuart Florida, and ready to go to work. Please call 772-2201700 for further details. Brent Martin brent@jetsalesgroup.com

www.frostflying.com 1999 AT-802A PT6-65, N9037N, TTAF 9100, TTE 7598, SATLOC G4, Intelliflow, Transland 7 1/2” gate (new 2019), New Wings (7656 hrs), New Paint 2019, New Main Gear 2019, Load Hawg, Kawak Throttle Quadrant, AM Safe Air Bags, Single Point Fuel, Laser Altimeter, LED Nose Lights. Sale will include fresh annual and fresh hot section. $625k Contact Darin at 870-9304200

2004 AT-802A, N419FF, Current total time 4518.4, Current annual inspection completed 2-25-2021, Engine: PT6A-67AG, Engine total time: 5434.1, 1800 hours since engine overhaul, 10 hours since hot section inspection, engine had new segments and new CT blades installed at hot section.

Price: $875K Contact Brent Carpenter 870-930-8285 Get Serious About Selling Classifieds Starting at $19.99 478-987-2250. Fax: 478-352-0025.

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.

2022 Slots Available Call Complete Air Tractor Parts And Accessories Dealer For Every Major Ag Aviation Parts and Supplies Large Selection of PT6 Accessories New Turbine Props and Blades S/S Pumps, Booms and Center Boom for Air Tractor

Weath-Aero

Target Spray Variable Rate Nozzles

Compro Jack Frost jack@frostflying.com Frost Flying Inc Office 870-295-6213 Maintenance 870-295-3776 Fax 870-295-6674

Garrett Frost garrett@frostflying.com Parts 870-295-6218 Fax 870-295-6237 parts@frostflying.com

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

IA and A&P mechanics needed

agairupdate.com | A 49

CLASSIFIEDS

Aircraft - Cessna

2006 AT-802 -67AG Total Time: 6800, Available November or December, New Paint, Annual In Jan. 2021, New Stage 2 PT Blades, SATLOC G4, Smoker, Wingman, Side Load Fuel, 10” Deep Throat Spreader, Vondran Controller, Hydraulic 10” Door, Flow Control, Prop one season, ADSB In and Out. Extensive fresh annual and inspection are complete. Currently in paint shop getting painted in Mena, AR. $740,000 Call 501-366-5105

1998 AT-802A, N5094H, TTAE 12152.6, PT6A-65AG, Hartzell Propeller 2000.0 SPOH, Reabe digital hopper quantity & spray boom pressure, E-TEC Inc. fast start system, Comm radio, Hemisphere G4 GPS, Right side boom shut off, Smoker, Hydraulic gate A/C, Wipaire vortex generators, Wingman, Annual 1/10/21.

See spec sheet for details. MidContinent Aircraft, Hayti, MO, 800-325-0885 www.midcont.net

1979 Cessna, N188HT, AFTT 7566, 3820 TT since turbine conversion Rolls Royce 250-C20S, TTE 6146, SHMI 1236, Prop SOH 1236. 8:50x10 Clevelands, 10” Tail Wheel, KY97A com, Satloc Bantam, hydraulic spray system and spray valve, Crophawk 7, Agrinautics 65310 spray pump, smoker, flagman. Annual due 2/2023. Call Terry at 503-393-7401 or 503-792-4288

Two 1975 Cessna A188B’s For $94,000 - One complete Cessna 188B with fresh annual and one for Parts - N4862R 1975 A188B IO520D, Serial #1880321T, TT4173, TSMOH 10, Prop TSOH 10, New Landing gear rebuild by Landing Gear Works. Stainless booms. See attached sheet for more detail. New engine, new prop ready to work the whole season! With a plane for spare parts! Complete plane will come with a fresh annual. $94,000 480-225-4761 1979 Cessna T188C Ag Husky, 10K TTSN, 420 SMOH, Bantam GPS/ flow, CP’s, super booms, VG’s, AC. For pricing and more information call 309-759-4646 or email hcurless@ farmairinc.com

AT-802 Single & Dual Cockpit. PT6A-67F Engine (1600hp), Full avionics and instrumentation.

Computerized FRDS Gen II Fire gate.

Aircraft with very low use and flight hours. Call or email: +34 667 102 184, sales@airtractoreurope.com Fire Boss, Single & Dual Cockpit.

PT6A-67F Engine (1600hp), Full avionics and instrumentation.

Computerized FRDS Gen II Fire gate.

Aircraft with very low use and flight hours. Call or email: +34 667 102 184, sales@airtractoreurope.com Order your AT-802 Pen and Ink Drawing from our DeSpain Collection today for only $59.99 plus S&H. Call 478-987-2250

A 50 | agairupdate.com

Aircraft - Piper

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 785-3868875

1964 Cessna 310I, TT 5253, Continental IO-470U 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

Aircraft - Dromader 1979 Cessna Ag Husky for sale. 886 since major overhaul engine. 6950TT. 1482 since major on prop, spreader, and extra boom. No damage history. I’ve been using it for the past 2 seasons and am ready to move up. Great flying airplane, recent annual. $94K For more information call Tucker at 605-840-1605 Get Serious About Selling Classifieds Starting at $19.99 478-987-2250. Fax: 478-352-0025.

1982 Piper Super Cub. Lowest time Piper built Cub on the planet, 650 hours TTSN, 0 SMOH, Stits Fabric, beautiful paint, Com Radio, L3 Lynx transponder with ADSB in-out with touchscreen weather, traffic. $150,000 Call Sun Valley Aviation 956-421-4545

1982 PA-36-375, N2386X AFTT-5147.1, ESMOH78.5, Prop SMOH1952(Iran-330), AFS Check Valves, CP11 Nozzles, Electric Fan Brake, Bantam w/Intelliflow. Trigg Com Radio, EI Tach & CHT/EGT, Smoker, Flagger. Wings Spars 2,862 hr left. Wing Center Section Due. I have a new one on order from Johnstons. Asking 150K if I complete AD or 130K AS IS to do the AD. May also consider trades for GA airplane. Contact 402-540-4610

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. $275K, OBO For more information call 318-339-4747 or email lowgoflyers@gmail.com

Order your Flying Dromader Pen and Ink Drawing from our DeSpain Collection today for only $59.99 plus S&H. Call 478-987-2250 Order your M18 Dromader Pen and Ink Drawing from our DeSpain Collection today for only $59.99. plus S&H. Call 478-987-2250 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.

1978 PA-36-300 Piper, N3787E, TTAF 45590, Lycoming Engine TIO-540, TTE 1851.0, Hartzell Propeller TT 1946.0, Spreader, Boom & Nozzles, 86 Gal Fuel, SATLOC GPS, Time left on wing spars 3656 hrs. Annual 4/1/21. See spec sheet for details. Make offer!

Mid-Continent Aircraft, Hayti, MO, 800325-0885 www.midcont.net

CLASSIFIEDS 1982 PA-36-375 Piper, 400hp STC, Hartzell F8483 performance prop, 2,777hrs left on wings, extended wingtips, LED strobes, Super Booms, Lane fan/brake, AFS check valves, swivels, CP11s, RH Boom S/O, AgPilotX, smoker, flagger. $150,000 Call 605-233-1411

1976 PA 36 SUPER BRAVE 400 HP - 3965 Total Time, 66 since Overhaul engine, 66 since IRAN Prop, 4040

Aircraft - Thrush

Souther Field Aviation, Inc. FOR ALL YOUR MAINTENANCE & PARTS NEEDS

1998 Thrush S2R G10, TT:8433, Engine TSCAM:1835, PropTSO:1793, Century Spars, Hartzell Prop, AFS Check Valves, CP-11 Nozzles, SATLOC G4 w/ IntelliFlow, Lane Fan and Brake, SS Booms, Left Boom Shut-off, VGs, Reabe Hopper Gauge, Smoker, Hatfield SPFS, Hopper Rinse, Tinted Windows, Fast Start, New Tires and Brakes. Asking Price $500,000 OBO. Call North Star Aviation today at 620-356-4528

hours remaining on wing spar caps, 275 gal hopper, Agrinautics pump and fan,

AUTHORIZED THRUSH SERVICE CENTER AND PARTS DISTRIBUTOR

Export Experts • GE Service Center

• Transland • Covington Engines • Ag Nav • Turbine Conversions

dropped streamlined booms with CP

• Agrinautics Pumps & Valves • Cascade Conversions • TracMap • SATLOC

And So Much More…

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 visit our website at www.johnstonaircraft.com

1976 Thrush S2R-G6, Liquidation Sale! Eye Catcher! Money Maker!

MONEY MAKER! AFTT 15,370, Engine TPE331, TT 5733, PROP 857, Extensive Logs, All AD’s complied. $185K Call 661-399-6564

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 Fax: 229-924-4356

STATE OFFICE OF THE GEORGIA AGRICULTURAL AVIATION ASSOCIATION

Southeastern Aircraft Sales

Trade with members of NAAA

2022 AT-802 available in November Call to order with your options

800-441-2964

AIRCRAFT SALES & SERVICE

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

CLASSIFIEDS

PA

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The World’s Leading Supplier of New Surplus and Used

FOR SALE Technisonic 138BFM Fire Radio

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Preferred Airparts, LLC Div. of JILCO Industries, Inc.

8:15am to 5:30pm EST

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800-433-0814 Toll free, U.S. & Canada

Tel. 330-698-0280 - Fax. 330-698-3164

Agricultural Aviation Auction Wilson Flying Service, et.al.

193 Martin Road • Pocahontas, Arkansas Tuesday, May 3rd 2022 @ 10 a.m. CST 1977 Grumman Super B+ Fat Cat: N6678Q / # 199B / TPE 331-6 / 106” Prop / 6000 hrs TT / Complete Rebuild with Great Times remaining on all engine components (1800+ cycles), complete logs, 500 gallon with 130 gal Fuel, Booms Only, no spreader or pump.

Vondran Hydromax Fire Gate

One year old

$60,000 M&M Air Service George Mitchell - 409-656-5998 mmairgeorge@msn.com

NEW PEN & INK DRAWING

BY RICHARD C. DESPAIN

AT-401

1982 Grumman Super B+ Fat Cat: N8402K / # 687B / TPE 331-1 / 106” Prop / 500 gallon Hopper / 130 gal Fuel / Smoothed Fuselage / Needs Annual, Prop O/H and 2nd Stage Wheel is timed out. This Airplane is located at the Walnut Ridge, AR airport (KARG) 2 Hole “A” Model Airframe Maxi Cat Airframe “A” & “B” Model Airframes Hyster 50 & Clarke LP Forklift Ag-Cat Wings, Panels, Spars

…Garrett Mount for 400 gal Cat 48” Stomp Shear 48” Finger Break Hydraulic Press / Drill Press OTHER ITEMS NOT LISTED

All items will be sold “As-Is / Where-Is”. Online bidding will be available through proxibid.com/grady. A 5% Buyers Commission will be charged on all assets sold. Contact auction company for logbook review or personal inspection.

For More Information See Our Website or Contact:

has them!

Limited Editions Signed & Numbered 1/100 $60.00 each, plus S&H To Order Call 478-987-2250 or Fax to 478-352-0025

www.gradyauctions.com Shane Grady 870-503-1466 or Kenneth Grady 870-503-1438

A 52 | agairupdate.com

Postage & Handling $12.00 U.S. and Western Hemisphere. All other countries vary. U.S. money order or check on U.S. bank, Visa or Mastercard accepted.

CLASSIFIEDS

Brand New 510P2+ available this Summer! Base model includes; PT6A140AG, constant-speed Hartzell propeller, 510-gallon fiberglass hopper, 250-amp starter/generator, spray system with 41-inch stainless steel gatebox for dry applications and emergency liquid dump capabilities, Garmin G5 EFIS, MVP-50T glass panel display, Main landing gear wire cutters, Cockpit Fire Extinguisher, two-inch stainless steel spray system, five-blade Weath-Aero cockpit adjustable fan, three-inch side loader, streamlined aluminum booms, wingtip navigation and strobe lights, 228-gallon fuel system, Storm Shield with windshield wiper and washer, outside air temperature gauge, Hooker Harnesses, 29-inch-high flotation tires and wheels with dual caliper Cleveland brakes, and Zee air conditioner and cabin heat. Additional Options can still be ordered! ASI JET is a Factory Authorized Thrush Aircraft Dealer, Service Center, and Parts Distributor. Specializing in New and Used aircraft sales. All specifications are subject to verification by buyer. Please Call ASI Jet Sales at 952-941-6255 for more information! **Stock photo of 510P2**

1975 S2R Thrush, TT-6979, SMOH-678, New brakes, New Calibers, Spreader, LiteStar II GPS, Several spare parts, and a drum of oil that will go with it. Currently being used to finish up the season. $69,000 Delivery is available. Any questions call or text Kevin at 478-609-1300

1974 400 Gal Turbine Thrush, N5543X, Airframe only no engine. 8900 TT, new Century wings, 0 time prop, A/C, cool seat, 29” tires, springtail, fabric tail, paint in 2016. Asking $150K OBO Call Kent at 229-220-6343 or 229-524-1134

2015 Thrush 510G, TTAF (Approx.) 3250, TTE (Approx.) 2300, Prop 5 Since IRAN, 3250 TT. Equipped with a GE H80 (800 SHP) turboprop engine; Hartzell four-blade, reversible, constant-speed propeller; 510-gallon spray system with 41-inch stainless steel gatebox for dry applications and emergency liquid dump capabilities; MVP-50T glass panel display, two-inch stainless steel spray system; three-inch side loader; streamlined aluminum booms; wingtip navigation and strobe lights; cockpit lighting; 228-gallon fuel system; windshield wiper and washer; 29-inch-high flotation tires and wheels with dual-caliper Cleveland brakes; and Zee air conditioner and cabin heat.

OPTIONAL EQUIPMENT: SATLOC Bantam with New Large 9in. screen and flow control, Aluminum Booms, Leading edge LED Lights, Storm shield, RCA 2600 Artificial Horizon, Smoker, Electric Fan Brake, Vortex Generators, ASU Night vision certified aircraft. She’s very clean and ready to go with a Fresh Thrush Service Center Annual! **ALL specifications are subject to verification upon inspection by buyer.

ASI JET is a Factory Authorized Thrush Aircraft 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!

1993 Thrush S2R-T34, N927BT, Current Hobbs: 6552.6, Current Total time: 13494.9, Wing lower spar caps replaced at 12,878.1, Engine: PT6A-T34, Time since overhaul: 6373.9, Engine Total Time: 23524.6. $315K Brent Carpenter 870-930-8285

1992 Thrush S2R-G6, N449AT serial #G6-105, TTAF 6185, TTE since IRAN at CD Aviation 945 hrs., VG’s, night lights, 510 gal. hopper, A/C & heat, cool seat, Garmin GPS, smoker, right boom shutoff, long-range fuel tanks, comm radio, new spar caps installed 35 hrs. ago, recent prop overhaul by Maxwell Aircraft. Aircraft is in great condition, side load fuel, concord batteries, SATLOC M3 GPS, Intelliflow control, SS boom hangers, booms and center section, CP11 TT nozzles, Lane fan on the pump, Reabe hopper gauge w/side display. $450K OBO Serious inquiries only! Call 701489-3558

2022 Thrush 510P, Make offer! Mid-Continent Aircraft, Hayti, MO, 800-325-0885 www.midcont.net

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.

1996 Thrush 510GR, Damn good flying machine! Got a bit of time on her but she still can haul a heavy load!

She is a 26-year-old filly with a lot of spunk left in her! Easy to fly and flies well. If I didn’t have two other -6’S in the hangar she would not be for sale! She is guided by an AgNav Platinum, but I will let her go for $15,000 less and keep the Platinum! She will have a fresh annual in a few days with a fresh overhaul prop.

Gearbox has 300 hrs. or so since level 3 overhaul. Call me 334-898-7772 “IF IT AIN’T MAKING NOISE IT’S JUST A TOY FOR THE BOYS!”

1978 S2R-T34 Thrush, N4009J, TTAF 19,811.85, Walter’s Engine M601E11A, TTE 3792.0, TSOH 4985.0, Overhauled by Prime Turbines, Smoker, VG’s, Single-point fuel, Aileron Servo, Winglet, Zee A/C, 500 Gal Hopper, 190 Gal fuel, 12,173.9 TT Wing spars replaced. Annual 5/14/21 See spec sheet for details. MidContinent Aircraft, Hayti, MO, 800-325-0885 www.midcont.net

1978 Ayers Thrush S2R-600, N4001X, TTAF 13,066.9, Walker Engine M601E11A, TTE 5365, TTSOH 2679.8, Bantam GPS, smoker, Bottom load fuel, Vortex Generators, 190 Gal fuel, Wing extension installed, Weather tail, Zee A/C & Heat. Annual 7/2/21 See spec sheet for details.

Mid-Continent Aircraft, Hayti, MO, 800325-0885 www.midcont.net

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

1995 Thrush S2R, TT 11,195.4, PT6A-34 TSO 0.0, Wings 24,000 hrs remaining, New 4 blade propeller, Power intake w/quick change filter, SATLOC w/G4 screen, L7 Light bar, Extended mount, Intelliflow, A/C, Smoker, Load Hawg, Lane Electric Brake, Fan, Spring Tail Wheel w/ 2” extension, Metal tail, Emergency hopper shut off, Booms & spray system, Bottom load fuel, Bottom load feed, New Paint, Fresh annual.

Currently under lease but will be available mid August. $625K Call Turbines Inc at 812-877-2587 or email peg@turbinesinc.com 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.

Get Serious About Selling Classifieds Starting at $19.99 478-987-2250. Fax: 478-352-0025.

agairupdate.com | A 53

CLASSIFIEDS Order your 510 Thrush Pen and Ink Drawing from our DeSpain Collection today for only $59.99 plus S&H. Call 478-987-2250

2013 Thrush S2R-H80, N3046N Airframe and prop only - no engine.

TTAF 3600, Load Hawg, VG’s, Bottom Fuel/Dual Load, IntelliFlow w/Smart Pump, Leading Edge Lights, SS Booms, Hopper Rinse, Bantam, Smoker Spreader w/Kicker Plate, CP’s, G4 Intelliflow, MVP 50T Glass Panel. See spec sheet for details.

Make offer, very motivated!

Mid-Continent Aircraft, Hayti, MO, 800-325-0885 www.midcont.net

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

Aircraft - Weatherly 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 1996 S2R-G1 Thrush, N2237D, TTAF 9688.0, Super-6 TPE331-6, TSCAM-4928, TSHSI-0, All engine work done by TAE (Ag Air Turbines), Hatfield bottom load fuel, A/C Vortex generators, New SATLOC Bantam, Flow Control, SS Spray System, AFS check vales, CP nozzles, Agrinautics pump, Lane electric brake, Aircraft radios, Fresh Eddie Current. Very clean aircraft! Mid-Continent Aircraft, Hayti, MO, 800-325-0885 www. midcont.net

2006 Beech G-36 Bonanza, 880 Hours since new, Garmin 1000/ WAAS, Factory Air, Leather. This airplane is like new. Price reduced to $550,000 Call Sun Valley Aviation, 956-421-4545 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.

Get Serious About Selling Classifieds Starting at $19.99 478-987-2250. Fax: 478-352-0025.

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

Helicopters 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

Engine - Piston ONE REMAINING: Special R1340AN1/14B Offer: Immediate delivery. (2) Deluxe OHC Engines!!! $59K each, $115K for both! Allied Ag Cat 870-886-2418/2489F 870-7591692 Cell Pratt & Whitney R-985 & R-1340 Engines in stock. All with new pistons installed. Overhauled by Aero Recip, Covington, Tulsa and Younkin. For more information call Sun Air Parts 661-2577708, Fax 661-257-7710 or email info@sunairparts.com R-985 & R-1340 Complete OHC Cylinder Assemblies OHC in stock, all with new pistons installed and all gaskets and seals to install. We also stock new and overhauled magnetos, OHC carbs, starters fuel pumps, etc.

Top overhaul tool kits $250 each.

Call Sun Air Parts 661-257-7708, Fax 661-257-7710 or email info@ sunairparts.com R1340 Engine Overhaul, New Pistons, New bearings, mags, ignition harness, carb, with warranty outright/exchange.

Call Chester Roberts Supply Co. at 903429-6805 R985-AN1-14B Tulsa Overhaul, New Pistons, Bosch mags. Ignition harness, carb, with warranty outright/exchange.

Call Chester Roberts Supply Co. at 903429-6805

Super nice, super clean, super low time Thrush 660P -67AG, DUAL COCKPIT-DUAL CONTROL, PT-6 powered work horse for sale! ONLY DUAL COCKPIT MODEL CURRENTLY AVAILABLE ON THE PLANET! Outstanding machine for crop spraying, fire suppression, and even patrolling purposes. How about FLIGHT TRAINING for any of the three? Can outfit for each purpose! Only 428 hours since new!

Only 150 hrs. since hot section by Covington, and only 2 hrs. on Hartzell 115” 5 blade prop since overhaul! Get started now! Outfit and spray, firefight, patrol, or instruct, before the season begins! Call Kirby at 615-972-7423 or email k.totty@ comcast.net

A 54 | agairupdate.com

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.

Pratt and Whitney overhauled 1340 cylinders, carburetor, Ag cat spreader call David at 870-550-1664 R-1340, Zero Time Since Overhaul By Covington, $80,000 Lane Aviation 888995-LANE / 281-342-5451 or FAX 281-232-5401

Engine - Turbine

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

PT6A-34 PCE-57524 For Sale, TSN 8341.4, FSN 15632, SCN 3912, EOS Overhaul. For pricing call Paul at 305-825-2001 or email preeves@ jsamiami.com

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

PT6A-34 PCE-RBO139 For Sale, TSN 2394.9 For pricing call Paul at 305-825-2001 or email preeves@ jsamiami.com

PT6-15AG For Sale, Fresh gear box, overhaul, 0 since hot section. Call Bill Kingrey for cycle times and price. 979257-6695 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.

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 (3) PT6A-34AG Engines For Sale, TSO’s 0.0. Visit our website for spec sheets.

Or call or email Jay Streb at 812-8772587, jay@turbinesinc.com 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

Equipment - Booms NEW never used alm. 502 booms brass nozzles, Used 12 vane Breckinridge spreader, good shape.

Misc. Ag Cat parts. All must go. Rich 870-253-8242 Tsla Center Boom 59105 (AT401402) $1200. Please call Peg at Sky Tractor 1-800-437-5319 For Sale - High quality Stainless Steel booms, pumps and nozzles! On the shelf and ready to ship. Contact mark@turbineconversions.com SUPERBOOMS, Thrush Servos; Maintenance on Ag & G.A. Aircraft Including Heavy Structural Repairs; Robinson Helicopter Service Center; Machining, Fabricating & Sheet Metal Gurus; Tri-State Aviation, ND 800642-5777 or tsa@tri-stateaviation. com www.tri-stateaviation.com

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

Contact Mark@turbineconversions. com for more info. www. turbineconversions.com

CLASSIFIEDS CP09-3P nozzles (59) $50 each, CP04 Poly Check valve (68) $26 each, CP02 SS check valve (76) $80 each, CP09-3E (67) $80 each, 7” SS drops (30) $5.50 each. Please call Peg at Sky Tractor 1-800-437-5319 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 Fire Gate Hatfield Hydraulic Drop Door, USFS / BLM approved, Fits Thrush, Dromader, can be adapted to Air Tractor 502 or 802, excellent condition, with streamlined fairings, all controls included. $9,500 S.E.A.T. program is expanding. Pilot/contractor training available. Call 530-345-9919 Dispersal Equipment For Sale - 10-inch Transland hydraulic gate with Vondran controller. $15,000 Complete wingman for 502 or 602. $7500. Transland spreader part number #22537 $7500.

Call Lynn Cary at 870-734-6064 Transland Grip Steps for AT aircraft. Call Billy Maxwell at Transland 940-6871100 or email sales@translandllc.com for more information.

Transland 4” Delrin Hopper Vents. Call Billy Maxwell at Transland 940-6871100 or email sales@translandllc.com for more information.

3 Hatfield Fire Gates. Air Tractor, vented lids for a 502, Transland quick attach.

Make a Reasonable offer. Call 204856-9422 Vondran Hydromax Fire Gate - One year old. $60,000 Call 409-656-5998

Equipment - Pumps New and overhauled Air Tractor and Thrush boost pumps in stock. Delco A4949 motor with 400 GPH AN4101 fuel pump attached. Outright and exchange. We supply these direct to both factories. Call Sun Air Parts 661-257-7708, Fax 661-257-7710 or email info@sunairparts.com 502B spray pump Agrinautics 38” Gate Strut Assembly and complete bottom installation ready to go (Electric brake) second 502B spray pump with all bottom installations (electric motor for fam feather) see pictures of both pumps. Note: they are used pumps.

You have to pick it up. $3,900 870930-5729

Equipment Spreaders Transland Swathmaster Spreader, 24 foot wide, ferry time only. $20,000 Call Chuck at 806-778-1418 WTB Transland 38’’ Swathmaster Spreader with 5’’ Gate. Looking to purchase a Transland 38” Swathmaster spreader with a 5”gate for 802. Item number at Transland is 54497-2. Part #’s, L/H Wing Assy #22619, Center Sect #22364, R/H Wing Assy #22618. I provided pictures of what the spreader looks like along with data cards. Please contact Andy Hopkins 920-203-9108 Andy@dairylandaviation.com Transland spreader 25” 9 vane stainless, slim line, like new. $1,500 USD Call 863-467-4000 10 Vane Transland spreader, new in box. $12,160.31. Contact Rick Stone at Southeastern Aircraft Sales & Service 800-441-2964 or mail@ southeasternaircraft.com (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 25in, has brackets for 402B, Spreader Quick attach 23507, comes w/2 more center sections & 4 wings. $3000 OBO plus shipping. 620-5256712 Transland 10 vane spreader for 38” gate, new, $11,000; Lane Aviation 281-342-5451 or FAX 281-232-5401

Equipment Support Like new portable load pad suitable for an 802. Very little use. For more information call 309-759-4826 or email hcurless@farmairinc.com 3” load, mix tank, fully contained and lockable, air compressor and storage complete ready to go. For more information call 309-759-4826 or email hcurless@farmairinc.com

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

GPS - DynaNav Brand New Vektor LITE GPS systems.

Ultimate navigation system at an affordable price. $7,500 View details on our website www.dynanav.com

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 701-520-0229 or 701662-4416 (2) SATLOC G4 GPS w/IntelliFlow. $14,000 each. Call Ed at 361-9477891 or 361-387-9090

Help Wanted Looking for an experienced AG Pilot with at least 2 seasons of experience.

Located in Sumter/Lee continues in SC. Pilot to fill the seat of a Weatherly 620B with an R985. Contact Junior Hopkins 803-229-0308.

We are looking for seasonal firefighting pilots that are type rated on AT-802 or Thrush. Pilots with an ICAO license will be accepted.

Firefighting experience required.

Pilots will be based in Europe and will be offered a 2-year contract with an option to renew. Salaries to be offered according to qualifications and experience. Please send your CV to aviators@hotmail.gr. All applications will be examined confidentially.

North West Kansas aerial applicator business looking for full-time pilots for the 2022 season and beyond.

602 and 402 qualified preferred, but will consider low time pilots.

Excellent salary with acre bonus, retirement and healthcare available.

Season starts at the beginning of April. Email resume and references to blindads@agairupdate.com Subject ID#3614 Experienced 502 pilot needed for the 2022 season. This is a fulltime position in NE Arkansas. Our season runs from March-October.

Prefer someone with rice herbicide experience. Call or text 870-4505687 or 870-240-4069.

Looking for PA 18 pilot for Eastern Oregon, low level wildlife work. Pay $38-$49/hr, possible openings: contractor, intermittent, or full-time seasonal (winter-spring).

Commercial, instrument rating, 1,500 TT Contact Shane Koyle 541805-0128 Shane.T.Koyle@usda.gov

Canadian Turbine Pilot Wanted - Kinniburgh Spray Service LTD, based in Taber, AB is a proactive organization with 70 years of service, requires Professional Agriculture Aerial Applicators to fly our Air Tractors 502 and or 802 from May 30, 2022, to September 30, 2022.

Job duties: Fly fixed-wing Turbine Air Tractors safely and efficiently. Work with customers and ground crew in a professional manner. Be available when conditions are optimum. Perform elementary maintenance and servicing of aircraft and maintain journey logs following Transport Canada guidelines. Certificates Required: Canadian Commercial pilot’s license, Alberta and Saskatchewan Aerial Pesticide Applicator License, Valid Category One Medical license. Skills Required: Min 2500 Hrs Ag Turbine, of which 1000 hrs must be turbine Air Tractor, Proficient in speaking, reading, and writing English, Capable of operating Satloc GPS systems, Clean Flight Record, Insurable through our insurance provider. Wages/ Salary: $95/Hr based on 40hr/ week, overtime with remuneration.

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

R44 Ag Helicopter pilot needed for corn run in Iowa. July and possibly some of August. Email qualifications to barnhill_ jim@yahoo.com Looking for an experienced pilot for a long-term seat with a well-established company. Will be flying a wellmaintained 502, based in Rolla ND. Herbicide experience is required. Full benefits, including health insurance and 401K are offered. We are looking for a long-term pilot, not someone that moves every year. Please call Greg at 605-350-4536.

Looking for a pilot and A&P for a seasonal or full-time position. Willing to train for banner towing, ag, and sightseeing business. East coast location. Call Robert at 410-251-6224 Looking for an AT-402 -34 pilot with turbine experience. The position starts in May and runs thru September.

Involves traveling to different states.

Call Rod for more details. 701-3210767 Looking for Robinson R44 Pilot for the 2022 Spray Season. All work local, on-site housing provided in Grinnell, IA. Contact Brad Iverson at 641-990-1937

agairupdate.com | A 55

CLASSIFIEDS Midwest operation looking for pilots for the 2022 spray season. Turbine rated is required for this position.

Must have a great work ethic. Email resume and references to blindads@ agairupdate.com Subject: ID #3547 Large Midwest operation looking for AT-502, AT-802, and -42 510 Thrush pilots for the 2022 season.

Pilots must have 500 hours of Turbine Ag time. Also, Multi-engine turbo prob experience would be a bonus to fly our Piper Cheyenne for business trips throughout the year.

Slobs and princesses need not apply, only hardworking pilots with a good work ethic. No time to babysit! Email resume and references to blindads@ agairupdate.com Subject: ID#3540 Well established company in Ohio looking for a long-term experienced AT-402 pilot - 2022 and beyond.

Housing is available. Fungicide, insecticide, fertilizer, seeding work on corn, beans, wheat, and some vegetables. Send resume to chadniese@embarqmail.com Call Chad at 419-235-4182 Helicopter spray company looking for a General Manager. Must have agricultural experience and must relocate to Florida. Email resume and references to parker561@me.com For more information call Hunter at 561-723-3592 or Brian at 561-7231911 Professional Agricultural Turbine Spray Pilots - Western Canadian Aerial Ltd. requires Professional Agricultural Turbine Spray Pilots for the 2022 Spray Season. Job duties will involve completing aerial applications with our fleet of Air Tractors 402, 502, 504, and 602 to areas across Manitoba as well as other prairie provinces. Possibility of forestry work depending on pilot experience. Anticipated Start Date: May 1, 2022, thru October 1, 2022. For education, wage/ salary, and benefits go to http:// classifieds.agairupdate.com/details. php?id=3534 Email resumes including references to chiefpilot@ wcaerial.com. Only applicants that meet all requirements will be contacted. Western Canadian Aerial Ltd. Box 1257 Minnedosa, MB R0J 1E0 Office: 204-867-3147 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.

Get Serious About Selling Classifieds Starting at $19.99 478-987-2250. Fax: 478-352-0025.

A 56 | agairupdate.com

Bighorn Airways, Inc. in Sheridan, WY is seeking an experienced ag pilot for our 2022 season and beyond. Our fleet includes two Air Tractor 402’s, a Bell 206B3 and a Bell 206L3. The ideal candidate would be qualified to make aerial applications in both a 402 and the Bell B3 and have 2 to 3 years of herbicide experience.

Consideration would be given to a pilot with only helicopter experience.

Preferably, this would be a year-round position compensated with a fixed salary plus 10% acreage commission although a seasonal position could be negotiated. We are open to all options.

Final pay offering would be based on experience and your fit for our company.

For more information go to http:// classifieds.agairupdate.com/details. php?id=3530 Check out our website at www.bighornairways.com Please apply at: https://bighornairwaysinc. bamboohr.com/jobs/view. php?id=36&source=aWQ9Ng%3D%3D 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 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 North Dakota aviation operation looking for an Experienced and “PASSIONATE” A&P/IA and pilot to fly/maintain/rebuild turbine Thrush and North American AT6 aircraft. Flying season runs from June through August. TPE-331 and sheet metal experience preferred. If you do not love aviation, and enjoy maintaining and flying airplanes, please do not apply.

Email resume and references to Luke at luke@ltenterprisesnd.com Large midwest aerial application business looking for A&P and IA mechanics. Must have Air Tractor and PT6A experience. Starting salary is 7080K if qualified. Must supply a resume and three references. Send resume and references to blindads@agairupdate. com, Subject: ID#2234 or fax to 478352-0025

Due to expansion opportunities, we are looking for experienced 402- 802 pilots and an A&P. Must have knowledge of the latest GPS units. This is a full-time turbine position in the Upper Midwest.

Historically from May to October. We spray a large variety of row crops.

Mostly fungicides, insecticides, and micronutrients no herbicide work. We also do dry fertilizer and cover crops.

We are looking for team players willing to grow with us. A pilot with a strong work ethic is desired. Also looking to add another A&P. Please reply with a resume to Agpilot502802@gmail.com

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.

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

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

AT-802 Seat Open - Permanent, yearround Arkansas delta or temporary Illinois corn run. Minimum experience - 3 years ag and 600 hr. turbine. Email resume and references to blindads@ agairupdate.com Subject: ID#3628 AT-502 Seat Open - Permanent, yearround Arkansas delta or temporary Illinois corn run. Minimum experience - 2 years ag and 250 hr. turbine. Email resume and references to blindads@ agairupdate.com Subject: ID#3627

Miscellaneous Used Items In Stock at Sky Tractor Agrinautics: 66450 Fan $250, 65113 Hyd. Pump $600, 65217 Pump $700. Transland: 21066 Hyd. Pump $800, Hub Assy Weath Aero $500, 21992, Pump & Lane Brake $1200., Lane: 111XLA Brake $700, 111FA Fan $550., Weath Aero: 5 Blade Fan, Transland $700. Call Peg at Sky Tractor 1-800-437-5319 AV-KOR1 Helmets Available Now! The AV-KOR1 helmet is made out of a fiberglass composite, utilizing Koroyd and an anti-microbial comfort liner making it the lightest aviation helmet on the market. Features Fire Retardant trim and a FIDLOCK buckle system.

Works with any aftermarket in-helmet communications devices. North Star Aviation is the First Lift Aviation Dealer.

Call North Star Aviation today at 620356-4528.

Ag Cat tail spring A1590-1 $1200.

Please call Peg at Sky Tractor 1-800437-5319 Technisonic 138BFM Fire Radio - Oneyear-old. $15,000 Call 409-656-5998 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.

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

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 478-9872250 Specialty belt buckles, show your pride in style. $39.99 plus S&H Makes a great gift! For more information call 478-987-2250 Aviator Backpack and matching coin purse (sold separately). For more information call 478-987-2250 New from our DeSpain Collection, Pen and Ink Thirsty Stone Coasters. These high quality coasters will look great on any desktop or table. Set of 4. $29.99 plus S&H Makes a great gift! For more information call 478-987-2250 DeSpain Collection Customizable Note Cards featuring your favorite Pen and Ink drawing. $19.99 plus S&H For more information call 478-987-2250

Operations For Sale or Wanted Business for sale in South Central Washington State. This has been a well-established, one airplane aerial application business for many decades at the same location. The area has diversified agriculture and great potential for expansion by the right person. Contact via email agpilot54@gmail.com

Parts - Airframe Looking to buy a set of Marburger Ag Tips for a Thrush 510. Please call Charlie at 662-822-3204.

S2R Thrush wings with extended tips and Century Spars - low time. $50,000 Call 210-844-4074

CLASSIFIEDS LA-K-009 Leaf Spring Conversion Kit PA25 - CTS 1109.21 - Speed increase, large service life, and minimum maintenance. Kit includes spring, brackets, installation hardware, and certs. Made by Lavia SA, manufacturer of the PA-25 Puelche. Contact Guillermo at aravia@aravia.com.ar call +543462-463488 or go to our website www.laviasa.com

Reinforced Thrush Leading Edges - Send your leading edges to us and we will reinforce them with durable custom extruded aluminum reinforcements.

Available directly from Turbine Conversions,Ltd ann@turbineconversions. com or contact our favorite Thrush dealer for more information. www. turbineconversions.com

TCL 41” Variable Rate Gate with manual control for Thrush with 1 rotor available for immediate shipping. VRG delivers ultra low volume 2#/acre to 20#/acre in a variety of products from fine sand to coarse corn cob. Contact Mark at mark@turbineconversions.com for special pricing on this unit.

Ag Cat Factory Frames - (All Models) fixture per­fect, ready to install. All upgrades, hoppers, long fuel, hiwings, struts/wires, all components, special hardware and dispersal equipment. AgCat Sales & Service since 1971. 870-886-2418/2489F, 870-759-1692 Cell, frank.kelley@ ag-cat.com

AT-502B Wings, as removed from 2005 AT-502B, Long Spars, 2660 hrs remaining on spar caps, $25,000. Call Chad Stuart, Airplane Services, Inc. 850-380-6091 AT-502 sheet metal. Some new, some used, all airworthy. Mostly fwd. lower fuselage. $500 for all OBO. Will box and ship for materials and labor. Call 530-345-9919 Ayres Thrush ‘Hoerner’ wing tips.

Left and right, no damage. $500 for the pair. Call Gary at 530-345-9919 garyhendricksonn3n@gmail.com Blue anodized aluminum windshield washer replacement cap with handle. $65 Available online only at www. ambericandesigns.com Questions ambericandesignsllc@gmail.com Air Tractor Bolt In Step Extension - CNC cut anodized aluminum step extension that bolts into existing step for more footing and traction. $125 Available online only at www.ambericandesigns. com Questions - ambericandesignsllc@ gmail.com CNC cut anodized aluminum spray mirrors. $275 with mirror online only. $275 www.ambericandesigns.com Questions - ambericandesignsllc@ gmail.com Titanium Full Swivel Tail Wheel Now approved and available for S2R 660 Thrush - full swivel tailwheel with Titanium Tail Spring. Durable, long life span, lighter weight option for Thrush owners. Contact ann@turbineconvesions.com for information and to reserve your production slot for this winter. www.turbineconversions.com

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 701-6624416 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 Smokers/Driftfinders - Minimize your off target drift risk. FAA/PMA’d and STC’d for installation on most Agricultural aircraft. 44 years in business and over 6,200 units in service. For more information Please call Compro Aviation, Inc. 785-8992294 or visit us on the web at www. comproaviation.com REBUILT 29” THRUSH LANDING GEAR IN STOCK & we can REPAIR / REBUILD yours to LIKE NEW STATUS. Johnston Aircraft Service, INC. 559-686-1794 / Email parts@ johnstonaircraft.com or visit our website at www.johnstonaircraft.com Tools for reaming attach bolts Wing Main (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 Cleaning Hangar Out - AT-400 Engine Mount and Cowling. $10,000 Call 210844-4074 Cleaning Hangar Out - S2R Thrush Garrett Engine Mount and Cowling. $10,000 Call 210-844-4074 Cleaning Hangar Out - 502 Engine Mount & Air Box $3,500 Call 210844-4074 AgJet TPE331 SB+/SC+/FC+ Conversions - Installed or assembled Kits with Heavy Ring-Mods. Allied/ AmAg Ag Cat Center 870-8862418/2489F, 870-759-1692 Cell frank.kelley@ag-cat.com Radial Parts: 2 Fiberglass AT Speed Rings, 1 THRUSH Speed Ring, 1 Radial engine mount with ring. Make offer.

Cascade Aircraft Conversions. 509-6351212. info@cacaircraft.com 34 Cascade Inlet System. Firewall FWD for S2R Thrush. $35,000 Call Bruce’s Flying Service at 229-725-4150 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 Cleaning Hangar Out - S2R Thrush Metal Tail - used. $20,000 Call 210844-4074 Cleaning Hangar Out - S2R Thrush Main Landing Gear $3,500 Call 210844-4074 Complete stock of all P&W R-985 & R-1340 engine parts. Also P&W tools, Top OH tool kits, Time Rite kits, engine mounts, Champion & Tempest spark plugs, parts books, OH and maintenance manuals, Mags, carbs, starters, fuel pumps boost pumps.

Also, R-1830, R-200, R-2800 engines and parts. Call Sun Air Parts 661-2577708, Fax 661-257-7710 or email info@sunairparts.com 602 Wingman System. Call for Price: 870-672-2089 Air Tractor Gen 2 Firegate, Complete system, Fairings, wire-harness. Call For Price: 870-672-2089

2013 AT-502B Firewall forward parts: Engine mount, cowling and Ram Air filter system. All parts with less than 1400 hours total time. Very clean and well maintained AT-502B. Call Cascade Aircraft Conversions for more details 1-509-635-1212 Cockpit adjustable flow control kit.

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

Propellers Hamilton Standard 12D40 Prop with AG 100 Blades, 0 SMOH $20,000 Call Bruce’s Flying Service at 229-7254150 for more information.

AT-402/AT-502 3 Blade Propeller, new in box NOS. $39,900 FOB Ft. Pierce, FL. Contact Rick Stone at Southeastern Aircraft Sales & Service 800-441-2964 or mail@southeasternaircraft.com Hamilton Standard 12D-40-6167-12 Propeller. 102” diameter, FAA approved for R-1340. $5,000 also Hamilton Standard 2D-30-6167-12 100” diameter. $4,500 Call 530-345-9919 12D40-6101-12 Propeller, Overhauled with 8130 Form. For more information call Chester Roberts Supply Co. at 903429-6805 Hamilton Standard Propeller 23D40 with 6511-12S Blades Overhauled Completely includes 8130-3 form. For more information call Chester Roberts Supply Co. at 903-429-6805 Hamilton Standard 22D40 Hydromatic Propeller 6533 blades overhauled complete with distributor valve and prop, Governor. For more information call Chester Roberts Supply Co. at 903429-6805 23D40 with New Blades 6511A-9 installed. Completely Overhauled Propeller. With 8130-3 form. For more information call Chester Roberts Supply Co. at 903-429-6805

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International Advertising Index Aero Innovations....................... 29A Ag-Nav, Inc.................................3A Agrinautics................................23A Air Repair, Inc.......................... 41A Air Tractor Inc.............................2A Aircraft Accesories of Oklahoma. 46A Airplane Services Inc.................46A American Agviation................... 46A ASI Jet Sales, LLC.................... 39A Auto-Cal Inc............................. 37A Aviation Hose Shop....................18A Aviation Products Systems..........33A Baxter Insurance Group............. 28A Cascade Aircraft Conversions .... 21A CD Aviation.................................7A Corbet Scientific........................21A Covington Aircraft......................60A Desser Aerospace. ....................23A Devils Lake Aero Service............28A Dyna Nav Systems, Inc. ............30A Electrode Aviation..................... 46A Forest Protection Limited............25A Frost Flying Inc.........................49A Insero.........................................9A Isolair.......................................37A Jetset Airmotive Company Inc.....46A Johnston Aircraft Service............33A Kawak Aviation Technologies..... 29A Lane Aviation Inc..................35,47A M&M Air Service Inc..................52A Merit Apparel Company..............27A Micro AeroDynamics .................25A Micron Sprayers Limited ............33A Mid - Continent Aircraft Corp..... 37A Mosquito Products LLC..............52A Orsmond Aerial Spray Pty Ltd.....46A Paraclete Aviation Life Support...20A Portage Aircraft Specialties ........18A Pratt & Whitney.........................31A Preferred Airparts......................52A Prime Turbines..........................23A PropWorks Propeller Systems Inc..39A SATLOC....................................15A Sky Tractor LLC.........................37A Southeastern Aircrafts Sale.........51A Souther Field Aviation................51A Spidertracks Limited..................20A Storm Aeronautics.....................23A TAE Aerospace USA...................11A Thrush Aircraft............................5A TracMap.....................................7A Transland LLC...........................19A Turbine Conversions LTD............35A Turbines, Inc.............................59A Zanoni......................................45A

QUALITY Propellers For Sale 33D50-6601A18 OHC...........$29,000 23D40-6601A19 OHO...........$28,500 22D40-6533A12 OHO...........$28,500 12D40-AG100-4S 375-SOH...$19,500 12D40-AG100-2 828-SOH.....$17,500 2D30-AG100-2 OHC..............$23,000 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 229-725-4150

Seat Wanted Turbine ag pilot with 2000+ hrs of ag time. I am looking for a seat prior to the corn run, preferably in the month of May. Up to date licensing in multiple states including Iowa, Missouri, Tennessee, California. Call Zach at 941-737-1609 or email zrputnal@gmail.com Aerial Applicator seeking work with a reputable operation. 1226 hours TT, 779 Ag, 85 hours Turbine. A team player, with a background in agriculture, as a ground applicator. And, in aviation maintenance as a A&P mechanic.

Resume available. Please Email: AgFlyer40@gmail.com Looking for an opportunity to move into a seat. I have good experience loading, having worked for a reputable operator in Southern Idaho for 10 months.

Growing up on a ranch and working as a herdsman/cowboy as a working career, I understand long hours, little sleep, and hard work. I have my CDL with experience hauling cattle, flatbed, tanker, dump trucks with pups, and utilizing it with the spray operation.

I can operate machinery efficiently, boom trucks, auger trucks, forklifts, telehandlers, etc. I can be trusted to run a load pad by myself and know the importance of checking chemical labels, amount of chemical, water source, fuel, etc. I have experience in dry and liquid work, am efficient in switching from dry to liquid and vice versa. We did a lot of government work and know what it takes to take the “show on the road” whether it be for dry or liquid, and making due loading off of remote strips.

I can weld, have mechanical aptitude (would love to get my A&P), and learn quickly. The gentleman I worked for is very knowledgeable in the industry and passes that well to his employees, but I also know that there is a lot more for me to learn, and am eager to do so. I have my Single Engine Commercial Certificate with an instrument rating. I am sitting at 500+ hours with 150+ of that being tailwheel. I currently own a Piper Pacer and am building time quickly. If you have any questions or interest, please reach out to me at 406-930-0800. A lot of time I don’t have service so please leave a voicemail and or a text and I will be sure to get back to you.

AG pilot (25+ years experience) seeks winter work in Jan/Feb/March and possibly April. A definite team player with excellent references.

Looking for a professional operation with well-maintained equipment.

8,800 hrs total time, 7,800 AG, most in AT-502. No accidents, no claims. Will consider other opportunities as well. Thank you for your consideration. Please email all inquiries to 1spraypilot724@gmail. com or call 386-963-5717, Cell 386-854-0761.

AG Pilot Minimum Standards at Eagle Vistas. From 0 time or pilots only needing Ag Pilot training. Planes in our Ag Program: Dual Ag Cat GR164A , Dual Cessna 305/L19, & Pawnee PA-25/235 Single for Solo/Dump/ Spray. Private all in Tailwheel, Tailwheel Proficiency, and UpSet/Spin recovery.

Commercial Pilot and Instrument rating available. SATLOC Bantam, TracMap, & AgNav GPS. Ag Aviation Consultants for Ag Operation Certificate part 137. See videos at www.eaglevistas.com Eagle Vistas LLC 772-285-5506

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

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.

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 850686-2020

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 Become an AG pilot in 4-6 months 0 time to 250 hours. 16 aircraft and FREE single occupancy housing. Fly 7 days week on a cost quote built to fulfill your exact needs. Ag instructors with over 30,000 hrs of experience.

Private, Instrument, Commercial, and tailwheel training. Agflightpilottn@ bellsouth.net or 229-246-8200 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.

Get Serious About Selling Classifieds Starting at $19.99 478-987-2250. Fax: 478-352-0025.

Vehicles 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

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

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

Pratt & Whitney Canada Designated Overhaul Facility (DOF)

Specializing in the Maintenance and Overhaul of the PT6A, R985 & R-1340 Engine Series.

www.covingtonaircraft.com (918) 756-8320