AgAir Update | December 2022

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

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FROM THE COCKPIT

Knowing the Right Time

This is the last English edition of AgAir Update for 2022. Overall, the year has been good for agaviation worldwide, better in some places than others. However, that is the nature of the game.

As 2022 winds down and everyone prepares for 2023, I wish everyone a Merry Christmas and a Happy New Year. For some, it has been a bountiful year. While for others, it has not been so much so. For those less fortunate, we should remember them this coming holiday season, especially those that have gone on before us to that airstrip in the heavens.

Many of us north of the equator have a very significant decision to make this winter and later in the year for those below it. As pilots in this industry age with many reaching this decision point, it must be realized each is only human with physical and mental limitations. I’m alluding to hanging up the helmet permanently.

For most, when this point in an ag pilot's career is reached, it will be a difficult choice to stop agflying. There simply cannot be a more rewarding experience flying ag if that is what one is meant to do. The trick is recognizing when the “time” has come.

Some will stop and fly part-time. That could be a poor decision. A pilot can only go so far riding

on years of experience. Idleness is a recipe for disaster. I have met more than one ag-pilot that tried to ease out by flying part-time, only to find out often that does not work.

I do not mean to be all doom and gloom for the ag-pilot approaching retirement. Some of us will fly ourselves until it is time to meet our Maker. Others will recognize when it is time to hang up the old brain bucket and start enjoying the next stage in our life.

Young pilots may think this decision is a long way into the future. But, they will be amazed at how quickly the years will pass. And, if they don’t start preparing today, it will be all the more bittersweet when that time arrives.

I end this editorial with a suggestion. Recognize where you are today and where you would like to be tomorrow. Plan for it. Accept it, as the future is inevitable.

Until next month, Keep Turning…

CALENDAR OF EVENTS

agairupdate.com/calendar

December 4, 2022

Flying in the Wire and Obstruction Environment Course

Knoxville Convention Center 701 S Henley Street Knoxville, TN United States 37902 NAAA naaaexpo@agaviation.org (202) 546-5722

December 4, 2022

AXEing for PAASS Fundraiser Craft Axe Throwing 119 W. 5th Avenue- Suite 150 Knoxville, TN United States 37917 NAAREF naaaexpo@agaviation.org (202) 546-5722

December 5-8, 2022

2022 Ag Aviation Expo Registration

Knoxville Convention Center 701 Henley Street Knoxville, TN United States 37902

Event Website: http://www. agaviation.org/convention

NAAA Ag Aviation Expo Registration naaaexpo@agaviation.org 202-546-5722

January 3-5, 2023

Louisiana AAA Conference Golden Nugget Casino Lake Charles, LA United States Kim Brown LAAGAVIATION@outlook.com (225) 436-3199

January 6-8, 2023

Arkansas AAA Convention

Oaklawn Racing Casino Resort Hot Springs, AR Katherine Holmstrom katherine@araaa.org 501-503-3310

January 9, 2023

Arizona AAA Meeting & PAASS Program

Custom Farm Service of Arizona Stanfield, AZ United States Brittany Armstrong barmstrong@agairusa.com (520) 705-9692

January 11-13, 2023

Texas AAA Convention Overton Hotel Lubbock, TX United States Chris Shields cshields@thetexascapitol.com (512) 658-8161

January 12-13, 2023

Missouri AAA Convention Cape Girardeau, MO United States Eric Blair ericb802@yahoo.com (573) 283-5590

January 13, 2023

SC Aerial Applicators Association Meeting Shanda Allen 843-358-3583 flyallen@sccoast.net

January 16-17, 2023

Northeast AAA Convention Wyndham Gettysburg Gettysburg, PA United States Ed Carter businessoffice@northeastaaa.org (609) 820-7987

January 16-18, 2023

Oklahoma AAA Convention United States Sandy Wells sandy@okaaa.org (405) 431-0381

January 18, 2023

Ohio AAA Meeting

TJ Willey’s

Tiffin, OH United States Brian Gibbs gibbsaerospray@gmail.com (419) 332-1724

January 19-21, 2023

Mississippi AAA Convention Beau Rivage Resort & Casino Biloxi, MS United States Vicki Morgan vickimorgan@msaaa.com (662) 299-7836

January 22-24, 2023

Association of Montana Aerial Applicators Convention Heritage Inn Great Falls, MT United States Alyssa Stromberg alyssastromberg16@gmail.com (406) 480-3965

January 25-27, 2023

New Mexico AAA Convention United States Sue Stewart dandsaerial@aol.com (940) 864-2456

February 6-8, 2023

Southeast Aero Cultural Fair (SEAF)

Double Tree by Hilton 315 4th Ave North Nashville, TN 37219 Ashley Houston aehouston81@gmail.com 270-293-3843

February 12-14, 2023

North Carolina AAA Convention Hilton Greenville Greenville, NC Leslie Craft ncaaa@ncagaviationassoc.com 252-312-5723

February 14-15, 2023

Tri-State Aerial Applicators Convention

The Lodge at Deadwood 100 Pine Crest Lane Deadwood, SD 57732

Andrea Barber Goebel sdaviation@gmail.com 605-690-3477

February 16-18, 2023

NAAA & NAAREF Feb. 2023

Board Meetings

Hilton Old Town Alexandria, VA United States Lindsay Barber Lbarber@agaviation.org 202) 546-5722

February 20-23, 2023

Nebraska ATA Convention Kearney, NE United States Taylor Moore taylor@youraam.com (531) 289-8323

March 16-18, 2023

Canadian AAA Conference Regina, SK Canada Shara Tardif ed@canadianaerialapplicators.com (780) 413-0078

May27, 2023

International Crop Duster’s Day United States

October 5-7, 2023

NAAA & NAAREF Oct. 2023

Board Meetings

Radisson Dayton & Dayton Convention Center Dayton, OH United States Lindsay Barber Lbarber@agaviation.org (202) 546-5722

December 4-7, 2023

2023 Ag Aviation Expo

Palm Springs Convention Center

Palm Springs, CA United States Event Website: http://www. agaviation.org/convention

NAAA Ag Aviation Expo Registration naaaexpo@agaviation.org 202-546-5722

2022 A Lookback on Global Ag Aviation

As the tradition has been for many years, this December’s cover story is a recap of the past year’s AgAir Update cover stories. Starting with the January 2022 edition, its cover highlighted the 2021 NAAA convention held in December in Savannah, Georgia. The wonderful city of Savannah has always been an exceptional venue for the convention, and last year was no exception.

The February edition features the Neal family legacy. It started during World War II with Roy Neal flying the “Hump” in the China-Burma theater. The article continues describing Roy Neal’s formation of Wes-Tex Aircraft Company and Neal’s eventual introduction to Leland Snow. From that, Neal Aircraft became an AirTractor dealer serving northwest Texas. Roy Neal was followed by his son, Larry. And, before Larry’s untimely death, his son, Robert, took the reins of Neal Aircraft, carrying forward the Neal name as an Air Tractor dealer.

One usually thinks of something other than a C-130H Hercules aircraft as a spraying machine. The March edition touts the Hercules aircraft doing just that, spraying for mosquitos in northeast Florida. Actually, the article covers the training involved in this specialty type of spraying.

With the April edition, AgAir Update’s long-time French friend, Christophe Drurant, provides a detailed article on how he and fellow pilot Olivier Pascual flew two AS350 B3 Ecureuils (or Squirrels) helicopters owned by Level Up across northern Africa to Madagascar for locust control. It is a fascinating article that describes the challenges these two pilots faced, including two cyclones within two weeks. The logistics are amazing, traveling by 4WD vehicles and managing a workforce.

A legend in Brazilian ag-aviation, Laudelino Bernardi, was featured in the May edition of AgAir Update. Mr. Bernardi was the founder of AASD (Aero Agricola Santos Dumont). He trained over 1,000 students to become ag pilots, as required in Brazil, during his over 40-year career.

AgAir Update’s June edition takes the reader to Canada for its cover story. Chad Vanderbyl formed his company, Fly’n Dutchman Ag Ltd., in Melfort, Saskatchewan, Canada, in a tribute to his Dutch ancestry. Operating a couple of H80 Thrushes, Chad served on the Canadian Aerial Applicators Association board before becoming its president in 2020. His story is not unlike many ag operators around the world; a family man and business owner doing the vital job of helping feed the world.

The July edition is an exciting one with the announcement of Thrush Aircraft’s newly certified 510P2+. This aircraft takes the H80 airframe and replaces the GE engine with a PWC PT6A-140AG engine that provides 867 SHP. The article continues describing the changes and benefits this certified aircraft underwent before entering the marketplace.

The “Missing Piece” is found in the August edition. Red Willows Aviation partners with Turbine Training Center to provide an all-inclusive ag-pilot training program. Red Willow Aviation uses an AT-504 to give students hands-on training. However, the student must first complete a familiarization course with Turbine Training Center’s Air Tractor simulator, saving time and money for the student. Red Willow Aviation has found the “Missing Piece” between the jump from the simulator (or smaller, slower ag plane) to the faster and larger turbine-powered ag-plane by incorporating the Air Tractor AT-504 for a complete ag-pilot training course.

Josh Alameda writes a superb article capturing the essence of the success of Hendrickson Flying Service in Rochelle, Illinois, in AgAir Update’s September edition. Josh, a helicopter ag pilot from California, describes the comrade found amongst ag pilots during the hectic summer days of the corn run in mid-America. It is a story that needs to be told, and Josh does an excellent job of doing it.

If an ag-operation is to succeed, its owner and/or manager needs to “Always Be Looking Ahead,” as the title of the October cover story states. Heinen brothers, Scott and Glenn, formed a flying service in Kansas covering 6,000 acres in a Cessna C-188 their first year. Today, Heinen Brothers Agra Services operates an aircraft fleet of 21 Air Tractors, three helicopters, two Piper Braves, Kodiak, Cessna Conquest II, Super Cub and a Citabria. In addition to their aircraft, Scott and Glenn own seven chemical distributors and a maintenance shop. The brothers have bought operations from Louisiana to Idaho to Oklahoma to Arizona. In 2020, Heinen Brothers purchased all but one of Wilbur-Ellis’ ag-air operations in Kansas. The Heinen brothers are a true testament to what looking toward the future can mean.

With a flight to Down Under, AgAir Update visits John Murray’s operation in New South Wales, Australia, in its November edition. Forest Air Helicopters Australia operates a seven-ship fleet of helicopters. Being one of only three helicopter forestry operations in Australia, Forest Air is keen on its application techniques, so much so that tank mixes are tested at the University of Queensland for droplet formation and drift potential. With a focus on pilots’ ongoing training and making the helicopter formula work for aerial applications, John Murray says, “I’m more focused on the quality than the quantity of what we do here at Forest Air.”

This concludes AgAir Update’s recap of 2022 cover stories. The year has presented many opportunities for ag-aviation in all parts of the world, from Brazil to Madagascar to Kansas to Australia and many points in between; ag-aviation is vital in today’s world, albeit constantly changing for the good.

AeroGlobo Celebrates 100th Flight Safety PT6 Engine Training Class

Aeroglobo, the Lane Aviation Air Tractor dealer in Brazil, has recently celebrated a milestone with its state-of-theart training facility in Botucatu, SP. For 2022, the FlightSafety PT6A facility has trained 137 students, with an additional six courses scheduled for the remainder of the year. At the end of October 2022, AeroGlobo completed its 100th FlightSafety class. AeroGlobo is an authorized FlightSafety training center focusing on Air Tractors and PT6A maintenance training.

2022 Ag Aviation Conference in Mexico

Slow Down to Speed Up - Jerry Stott

The Hawkeye State is dotted with dozens of aerial application operations, more so when the corn fungicide season is at its peak. Like many of these operations, Stott's Aerial Spray didn't appear from nowhere; it's a family-run operation that has been carried forward for generations. Jerry Stott established Stott's Aerial Spray in 1980, getting business done as a one-man show with an A9 Callair.

"Dad got into the business like I did when his dad, my grandpa, was an Ag Pilot in Montana. He grew up in the industry much like me", says Ryan Stott.

Today the operation's CEO, Jerry Stott, oversees operations from the ground while his son Ryan is the chief pilot of the company's Air Tractor Fleet. Flying has always been a passion for Ryan, but he did not slide directly into the operation. Instead, he enlisted in the United States Air Force after high school, where he served our country as an F-16 crew chief.

"Top Gun was my favorite movie growing up. I always wanted to be a fighter pilot. It wasn't until later that I realized I wanted to fly ag and follow in my dad's and grandpa's footsteps." ➤

Ryan left the active duty Air Force and joined the Air National Guard in Des Moines as an F-16 crew chief and pilot. Later, with the Des Moines base losing jets and moving toward unmanned operations, Ryan transferred to the Air National Guard base in South Dakota.

"I knew I wanted to get into the family business and start flying ag. With jets leaving Des Moines and me transitioning to the South Dakota Air National Guard as a part-time F-16 pilot, it was a really good time to get motivated to start learning the ag business."

After completing ag training in 2013, Ryan took off with the family business and hasn't looked back. Today the operation consists of Jerry and Ryan Stott, pilots Brock and Brian Chisum, and multiple ground and support crew who keep the operation humming during the busy season. Family-run businesses have their strengths, but relationships can also be complex. Fortunately, Ryan says he and his dad have always gotten along well, and he's learned a lot from him over the years.

"Working with family, there can be some fireworks, but there cannot be a family business without that."

Ryan is married to wife Sarah, a Greene County School District teacher. Together they share two children: 9-year-old Rowen and 7-year-old Winnie. Ryan also has two stepsons: Gage, 21, and Rafe, 15. Evolving with current technology

is a priority for Stott's Aerial Spray. Ryan believes that for businesses to stay relevant, they must keep up with the latest ag practices and be ready to provide the most efficient and productive applications for local growers. Running parallel to that evolution, safety is always at the forefront.

"Slow down to speed up, I say a lot. When you get into a rush or hurry, bad things happen. I have incorporated a great deal of my military training into ag flying. Safety is everyone's job. If you feel uneasy or if something looks dangerous, speak up!"

Pratt & Whitney Canada Launches its New Services Hub – Guiding Customers Towards the Right

Maintenance Offerings for their Engine

Pratt & Whitney Canada (P&WC), a business unit of Pratt & Whitney, announced the launch of its new self-serve digital tool called the Services Hub, designed to guide customers through the process of selecting the right P&WC maintenance services and solutions online based on their engine and aircraft model as well as lifecycle stage. With more than 70 different tailored aftermarket offerings to support the P&WC-powered flying population of over 66,000 engines in service, the Services Hub makes choosing engine maintenance solutions and services simple and easy.

“The Services Hub is a part of the ongoing aftermarket digital transformation at P&WC to enhance the customer experience,” said Irene Makris, vice president, Customer Service, P&WC. “With a growing portfolio of offerings that support every stage of the engine lifecycle, we continue to find ways to make finding the right maintenance solutions for customers’ engine and aircraft easy and seamless.”

With this user-friendly self-serve digital tool newly launched on the company’s website, customers are guided through a series of brief, simple questions identifying the aircraft and engine model, as well as the engine’s total time since entering service. Based on this information, the Services Hub will then show the most applicable maintenance solutions

and services tailored to the customer’s engine and lifecycle stage.

“Acting as a personalized online ‘concierge’ for customers, the Services Hub enables them to rapidly filter and identify the products or services that are right for them,” said Makris. “Another benefit of the tool is that it helps pair customers with a P&WC sales manager in their region, who can answer any further questions about our services and provide individual guidance.”

The new Services Hub responds to aviation customers’ demands for self-serve capabilities and digital resources that can be accessed anytime, anywhere, using a variety of digital devices.

About Pratt & Whitney

Pratt & Whitney is a world leader in the design, manufacture and service of aircraft and helicopter engines, and auxiliary power units. To learn more visit www.prattwhitney.com. To receive press releases and other news directly, please sign up here.

For further information: Pratt & Whitney, +1 (860) 5659600, media@prattwhitney.com FIND

SIMPLE STEPS

Wheter you have a new or mature P&WCpowered aircraft, find the right maintenance solutions based on your engine or APU model and lifecycle stage.

P&WC has more than 60 maintenance products and services to choose from depending on your engine model or APU.

Our experts are available to answer any questions and provide you with more information about the services you choose.

TURNING DATA INTO ACTION

Our FAST™ solution helps you make informed decisions and optimize operations through full-flight data intelligence delivered wirelessly within minutes of engine shutdown. It helps you see the small details — as well as the bigger picture — so you can stay ahead of the game.

EXPLORE OUR DIGITAL SOLUTIONS AT PRATTWHITNEY.COM/FAST

The Makers of the First Electric Gates, Launch the New Electric Reabe Hopper Packer

Reabe Aircraft Improvement (RAI) announces the launch of their new electric Reabe Hopper Packer which consists of an auger and hopper door. The system combines new novel designs with long-standing proven features that have been in operation for over 30 years in Australia.

RAI’s Reabe Hopper Packer is a powerful partner that compliments the electric Reabe Smart Gates that have been flying since 2018. The Reabe Smart Gates have proven to be powerful and reliable systems using an electric motor. The benefits of the lightweight and compact motor allow for a simple, clean installation. Similar advantages are found on the Reabe Hopper Packer.

The electric auger is a quick disconnect system that can simply and easily be installed or removed by one person without the need for tools. This simple clamping system allows for quick turnover and system longevity as the auger is not sitting in chemical while spraying. In addition, only mechanical connections are inside the hopper, so no electrical connections or lines pass through chemical in the hopper.

The hopper door design is derived from a system that has been installed and operated by the Air Tractor dealer in Australia for over 30 years in rice and fertilizer operations. The elegantly designed door does not slam and provides a liquid tight seal to the hopper door using a roller latch.

RAI’s unprecedented products are a testament to the aerial application industry’s operators, pilots, and mechanics who provide excellent feedback on ways to improve upon current equipment. RAI is very proud to know that the industry has spoken through the success of their novel electric products, and those innovative ideas will move our industry forward into the next generation. Visit us at ReabeAir.com or contact Sales@ReabeAir.com for more information.

The Makers of the First Electric Gates, the only Gates with Complete Mechanical Redundancy and STC. Offering products that keep on working, so you can too!

Thrush: S2R, S2R-T11, S2R-T15, S2R-T34, S2RHG-T34, S2R-T45, S2R-T65, S2RHG-T65, S2R-R1340, S2R-R1820, S2R-R3S, S2R-G1, S2R-G5, S2R-G6, S2R-G10, S2R-H80 (510G)

Air Tractor: AT-300, AT-301, AT-302, AT-400, AT-400A, AT-401, AT-401A, AT-401B, AT-402, AT-402A, AT-402B, AT-501, AT-502, AT-502A, AT-502B, AT-504

Cessna Models: 188B, A188B, T188C

Dromader : PZL M18, M18A, M18B

Piper Brave: PA-36-285, PA-36-300, PA-36-375

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

NTSB REPORTS Accident Synopses

NTSB Identification: CEN21LA161

Location: Dumas, Arkansas

Date: March 15, 2021

Aircraft: AIR TRACTOR INC AT-602 (A1); AIR TRACTOR INC AT-602 (A2)

Injuries: None (A1)(A2)

Two agricultural application airplanes were operating at low altitude and in proximity to the other. One pilot intended to land at an airstrip, and the other pilot circled a field to scout for obstacles. Both pilots, while focused on their specific tasks, failed to visually identify the other airplane; as a result, the airplanes collided in flight. Both airplanes landed without further incident. One airplane sustained substantial damage and the other sustained minor damage. Probable Cause and Findings — The National Transportation Safety Board determines the probable cause(s) of this accident to be: The failure of both pilots to see and avoid the other airplane.

NTSB Identification: CEN21LA286

Location: Leoti, Kansas

Date: June 21, 2021

Aircraft: AYRES CORPORATION S2R-T34

Injuries: Minor

Before the aerial application flight, the 510-gallon hopper was loaded with 450 gallons of a chemical mixture. While on his second spray pass, the pilot noticed the chemical mixture was reacting and foaming over and out the hooper vent. He

climbed the airplane out of his second pass and noticed chemical foaming out of the overflow vent. He looked forward and observed the chemical reacting violently, and it began to emit from the hopper lid. The windshield became fully obscured with foam, and the pilot was unable to see anything outside the airplane.

The pilot opened the window in attempt to determine his altitude when the airplane impacted terrain in a wings-level attitude.

The airplane skidded on the terrain and came to rest upright.

A postaccident examination of the airplane did not reveal any mechanical anomalies. A jar test of the chemical mixture used in the hopper was not performed by the pilot or the ground loading operations personnel as recommended by the manufacturer of one of the chemicals used. In addition, the technical sheet for one of the chemicals used contained a caution about a chemical foaming reaction when mixing it with other chemicals, one of which was also in the hopper. Due to the pilot’s view being obscured from foam originating from the hopper, the pilot was unable to maintain control and clearance from the terrain during the flight.

Probable Cause and Findings — The National Transportation Safety Board determines the probable cause(s) of this accident to be: The pilot’s loss of visibility in the cockpit due to foam created by the chemicals loaded in the hopper, which resulted in his inability to maintain airplane control during low-level flight and an

impact with terrain. Contributing to the accident was the combining of chemicals known to produce foam and the pilot’s failure to perform a jar test before flight as recommended.

NTSB Identification: CEN22LA345

Location: Ithaca, Nebraska

Date: July 28, 2022

Aircraft: ROBINSON HELICOPTER COMPANY R44 II

Injuries: None

The pilot was enroute to the next field he would spray and used a handheld GPS unit to navigate. When he finished imputing information into the GPS, he looked up and saw power lines across his flight path. The pilot pulled up on the collective and cyclic to climb; however, the helicopter struck the upper power line. The pilot entered an autorotation, during which the pilot felt unusual vibrations, but had full authority of the flight controls. The helicopter settled into a mature stand of corn, which resulted in structural damage to the tail boom and main rotor system. The pilot stated that he should have climbed to 500 ft agl before he used his GPS to navigate to the next field.

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 low level aerial application operations due to a distraction.

12 Days of Christmas - Ag Aviation Style

In the spirit of the Twelve Days of Christmas, we thought a brief review of this year’s monthly columns would be an excellent way to bring in the Yuletide season, revisiting ideas, tips and techniques others have used to improve what we do and how we do it.

January – Uphill or Downhill – Your Choice

In ag work, working off a runway with a noticeable uphill or downhill gradient is not uncommon. Ideally, we would like to takeoff downhill and land uphill. The situation changes when there is a significant wind present, where you have to decide whether to takeoff uphill and into the wind, or downhill and downwind.

In the end, if you are uncertain which option would be best, it’s time for a light load to test things out, or if conditions dictate, shut the operation down until conditions improve.

February - Takeoff Aborts - A Critical Look

A heavier-than-normal aircraft is one of the primary culprits in pilots deciding to abort a takeoff. The earlier a potential takeoff abort situation can be identified, the better things will be.

Tailwheel aircraft have a built-in acceleration checkpoint, i.e., the point at which the tail comes up and the plane is on the mains. Pilots should note exactly where this occurs, typically during the takeoff roll. If, by some circumstance, the tail does not come up at the usual point, abort the takeoff and check out why the aircraft isn’t accelerating normally.

March – Decisions, Decisions, Decisions

When the pressure isn’t on to fly, and the weather is closing in, it’s easy to say: “No, this trip can wait!” until weather conditions improve. But when distressed farmers are lined up at the loading site because a pest infestation is destroying their crops, it’s much harder to say “No.”

When faced with a critical decision, imagine six months into the future. Would people remember when you decided to cease flying operations instead of continuing in marginal conditions with a resultant accident or non-effective application? As with many things, when you’re right, no one remembers. When you’re wrong, no one forgets.

April – Distracted Flying

Distracted flying is any activity that diverts attention from flying, and there are a lot of them. All take your attention away from your primary responsibility of ensuring positive control of the aircraft.

At a normal application height of 8-10 feet, the landscape is zipping by at a pretty good clip. Any distraction, even for a second, can make for a bad day at the office. You cannot fly safely unless the task has your full attention because if you’re distracted, you have to ask who’s doing the flying.

We all know the answer to that one.

May – Interrupted Checks

Aviation was one of the first industries to adopt checklists as an integral part of standard operating procedures. But checklists are effective only if they are used consistently.

The off-season is a great time to get reacquainted with the checklists provided by the aircraft manufacturer. Take the time to review each item, particularly for engine failure at low altitudes where reaction time is critical.

Remember, if you look after your checks, your checks will look after you!

June – Stress Busters

Stress is often cited as a causal factor in accident investigations, but it’s hard to quantify. Wouldn’t it be great to have a smartwatch that indicated stress levels with green, yellow, and red bands so we could keep an eye out for potentially dangerous levels?

Every individual has specific responses to stress, with attendant symptoms highlighting rising stress levels. The symptoms include exhaustion and fatigue, anxiety, among others. Recognizing these is an excellent first step in keeping stress within manageable limits.

July – Mentoring the Next Generation

Whether the label is a newcomer or a greenhorn, bringing new pilots into the industry builds a solid foundation for the future of the ag pilot business. Helping them learn the business through the experience of others only makes good business sense. ➤

To those new to ag flying, a hearty welcome to one of the most satisfying jobs in aviation. To experienced owners/operators and pilots, continue to do what you are probably already doing: be open to passing along information that will make the apprentice a better, safe and more effective ag pilot.

August – Back in the Saddle

I had unofficially retired from the ag flying business but came across a deal too good to miss. Great aircraft and owners, with fields so flat that an anthill would be considered a flight hazard.

I was very interested in seeing how much rust had accumulated after a year out of ag flying. Getting back in the saddle necessarily comes with a relearning period. My inner voice kept reminding me not to rush things.

Sound advice. The fields will still be there tomorrow.

September – Pumpjacks, Powerlines, and Wind

Dealing with obstacles is part and parcel of ag flying. At the top of the list is working around powerlines. The decision to fly under the wires is not something where ‘kinda looks like it’s OK’ will pass muster. It has to be “Yes! There is plenty of room” to cover all eventualities.

And don’t forget, there is quite a difference between underflying in an AgTruck with an eight-foot height at 115 mph than underflying in an Air Tractor 802 with a thirteen-foot height at 140 mph.

Yes, size does matter.

October – How Dry Am I

Our bodies are similar to the aircraft we fly, requiring professional care and servicing at regular intervals. A key ingredient in keeping things running smoothly and safely is always being aware of how you feel physically and mentally.

If you don’t feel up to par, don’t fly. Walk away, get some rest, and then have another look at the trip. The field will surely be there when you get back.

November – Stay Alert, Stay Safe

Many have experienced drowsy periods while driving long distances and drifted into the wrong lane. The situation is considerably more fraught with danger when ag flying.

Drowsiness causes a loss of concentration, decreases your ability to pay attention to the task at hand, slows your reaction time, and affects your ability to make good decisions, all of which can make for a bad day at the office.

Be kind to yourself. Stay alert. Stay safe. You, and everyone around you, will be glad you did.

December – Looking Ahead

This twelfth column of 2022 mirrors the same message at the center of the previous eleven columns. The first three critically important principles in ag flying are safety, safety, and safety: no distractions, substitutions, or alternatives allowed at any time, for any reason.

Fly safe! And to all, Merry Christmas, a healthy and happy New Year, and all the best in 2023!

The Hawke Crop Duster

One of the first public announcements to introduce the new Hawke airplane, designed exclusively for crop dusting purposes, appeared in the Sunday edition of the “Fresno Bee” dated February 15, 1931.

The newspaper reported that the newly formed Hawke Crop Dusting Company based at the airport in Modesto, California, was building three special aircraft designed for crop dusting and that the first aircraft had successfully completed all its tests.

The company president, Modesto businessman Mr. E. R. Hawke and the company business manager, Mr. John Cuneo, told the newspaper that the other two aircraft would be completed by March 15th.

Mr. Hawke announced that Mr. H. Sherman Tharp, because of his long experience as an aircraft designer, was chosen to design the new crop duster and would serve as chief engineer. Mr. 0. W. Pilgrim would be the chief pilot for the company. Mr. Cuneo pointed out that their 25 skilled mechanics would not only service the crop dusters, but were set up to service, repair, and rebuild any private or commercial aircraft at the Hawke Crop Dusting Company facility in Modesto.

The “Fresno Bee” article would not be the last report of the new aircraft. Throughout the rest of the year a number of monthly aviation publications printed articles about it. From the May, 1931 issue of the widely read “Aviation” magazine to the November, 1931 issue of the lesser known “Airports and Airlines” publication, the readers were able to get a more technical description.

The magazine photographs surprisingly showed a high wing monoplane. For a crop duster, that configuration seemed unique.

One writer observed that the Hawke Duster was the first aircraft to be designed specifically for this purpose since the Huff. Deland biplanes were developed for spraying the cotton crops in the South. Others cited the fine visibility from the open cockpit forward of the wing, and noted that the location put the pilot well out of the way of the dust spray.

The monoplane configuration, with its deep fuselage section, allowed the 1000 pound capacity dust hopper to be installed inte grally with the fuselage, directly on the aircraft center of gravity. The dust dispensing venturi duct was located under the fuselage directly below the hopper. Linkage from the cockpit allowed the pilot to control the dust agitator and flow rate. With the large hopper filled to capacity, and a low flow rate setting, the aircraft could spray more that 100 acres per hour.

With a span of 42 feet, the wing was one piece and externally braced.

Two 20 gallon fuel tanks were located in the wing. The aircraft had an empty weight of 2325 pounds and a gross weight of 3550 pounds. It was powered by the very popular and reliable 225 horsepower, Wright J-5 “Whirlwind” engine.

One feature described in the magazine articles was a differential control system, said to provide more stability when flying at low altitudes. This control system was not explained in detail. It could have been simply the use of the new style Frieze type ailerons.

Some details were omitted from the magazine articles.

No mention was made of the triangular door on the right side of the fuselage that provided entrance to the cockpit.

The door, next to the pilot’s seat, permitted the pilot to enter by stepping on the wheel, then onto the gear strut brace, then duck through the opening into a rather large, roomy cockpit. So roomy in fact, that crew members or other pilots had been known to ride along standing in the cockpit beside the pilot. ➤

As with other aircraft of the day, the horizontal stabilizer could be adjusted for trim by a control wheel in the cockpit.

A stiffened turtle deck on the fuselage, aft of the large hinged hatch at the wing center section, allowed service personnel to stand on the fuselage while loading the dry spray material into the hopper or filling the wing fuel tanks.The monoplane configuration made it necessary to use a tall stepladder to reach the loading hatch on the top side.

Care was taken to direct the engine exhaust well outboard of the fuselage and above the dust spray to avoid a fire. The fabric covered fuselage had no special shielding for preventing dust contamination or to deflect exhaust sparks.

The engine and cockpit section, all forward of the wing, was covered with sheet aluminum panels. The panels were attached with fasteners that permitted quick removal for servicing the aircraft.

For its day, the Hawke Crop Duster was, indeed, a very capable airplane. From its very first day of operation, the company enjoyed steady business,

signing contracts for the aerial spraying of thousands of acres of vineyards, orchards and field crops, in California and Arizona.

The success of the company in its first year is amazing when it is understood that Ed Hawke and John Cuneo had accomplished it without previous training or experience in aviation. When Hawke volunteered to help his community acquire a new airport he little dreamed that just a few years later he would be building airplanes and operating a dusting service.

Raised in Illinois, Edwin R. Hawke started his career as manager of the parent J.C. Penney Company store in Kemmer, Wyoming.

In 1915 he transferred to Modesto, California, to manage the new J. C. Penney store there.

After World War 1 the company sent him to New York to be their first clothing buyer. He returned, in 1924, to resume his duties as store manager in Modesto.

As a leading merchant Ed Hawke was well known in town. Although well

The aircraft industries, Ltd. three-place Sport monoplane, the Sierra Model BLW-2. Shown here with it’s experimental registration number X-7713. It was granted ATC No. 2-151 in November 1929.

Arrangements to mass produce the Sierra at the new airports in Modesto, California, failed when the 1929 stock market crash forced the company out of business.

liked, some thought him a bit eccentric. Even family members worried that he invested too much money, too often, in what some might judge to be crackpot ideas. Others found his habit of tipping gas station attendants a bit strange. But, among his peers, he was known as a most astute businessman.

Located in the North Central region of the great San Joaquin Valley of California, the City of Modesto was founded in 1870.

A progressive city, its Board of Freeholders met in July, 1910 to revise an old charter adopted in 1884. It came as no surprise to the city’s 3500 citizens that among the charter revisions was a resolution to fund the building of an airport. It was to be built in recognition of the Wright brothers development of the flying machine. With this act, Modesto became one of the first cities, if not the first, to build a municipal airport.

While the people were pleased, the regional newspapers poked fun at the Board of Freeholders for their folly. They were exonerated, however, in the summer of 1911, when Lincoln Beachey flew an exhibition·at the new flying field.

In 1921; the city held a memorial ceremony to officially name the municipal airport “Coffee Field” in honor of Harold “Bud” Coffee.

A member of a prominent Modesto family, “Bud” Coffee was trained as a pilot during World War 1. Tragically he was killed while piloting the experimental Jacuzzi monoplane on a return flight from Yosemite Valley to Oakland by way of Modesto. While circling the city a wing strut attachment failed, causing the aircraft to crash.

In 1927, after 17 years ·of operation:, “Coffee Field” was ordered closed. Inspectors from the Department of Commerce, Bureau of Air, found the landing approaches too dangerous and the unpaved runway too .short. The field was declared unsafe for flight operations.

The city authorities were shocked. There were no funds available to build a new airport. It was going to take some time for bureau cracy to respond. If Modesto was to have a new airport it would have to come from the private sector.

Ed Hawke responded to this civic crisis. He was aware that Charles Lindbergh’s famous flight had rekindled the nation’s interest in aviation. The government was encouraging more air mail service to cities across the nation. It would be good business for Modesto to have a modern airport to attract airmail and passenger service.

Joining Ed Hawke were two other prominent local businessmen, Walter Beard and Thomas Kewin, and planning for the new airport began. It was their good fortune that Modesto had just hired Mr. Frank Rossi as the city engineer, and arrangements were made for his services. He immediately recommended an aerial survey to find a suitable site, and gathered together all government regulations for airports. After the survey was completed, the

site chosen was a 77 acre tract of land Southeast of town, near the Tuolumne River. The land was procured through the Beard Land and Development Company.

Options were taken on an additional 67 acres adjacent to the airport site, to assure future growth.

It is interesting to note that the private group made an option agreement that the city of Modesto could buy the airport for 125 dollars an acre. The city did not pick up this option until 1935.

In the early Spring of 1929, under the watchful eye of Frank Rossi, work at the airport site began. Two 2400 foot runways were graded, oiled and rolled. Proper taxi ways and ramps were prepared, all in compliance with federal airways regulations of the day.

By the end of May, 1929, the new privately owned airport was completed. In June an official opening was celebrated with a grand air show.

In their zeal to build an airport, the businessmen had nearly forgotten that the new facility would have to begin producing revenue for them to realize a return on their investment. Ed Hawke and Thomas Kewin went in search of a client who would lease and operate the new airport.

They found an organization called Aircraft Industries Ltd. located in San Leandro, California.Mr. J. F. Long was the company president, John L. Berney vice president and Art Wilde was Secretary-treasurer. The company was in the general aircraft service and repair business, but, hoping to cash in on the new aviation boom they had built a small sport plane, which they planned to mass produce. Designed by H. Sherman Tharp, the aircraft was called the “Sierra” Model BLW-2. It was a three place, high wing cabin monoplane, with a gross weight of 2100 pounds and a wing

span of 36.feet. The power plant was a newly developed seven cylinder, radial, air cooled, 130 horsepower engine called the “Comet”. The aircraft was still undergoing flight tests by the company chief pilot Claude A. Polk, that early Spring of 1929.

It is not known exactly how Ed Hawke first learned of the Aircraft Industries group. John Maggi, once an employee of Aircraft Industries, and who later helped build the Hawke dusters, recalls a forced landing incident that may have brought about the first contact.

The “Sierra” monoplane, piloted by Al Polk on a test flight,was forced to make an emergency landing on the outskirts of Modesto.

The aircraft was landed, undamaged, and the pilot managed to arrange a tow. With the tail of the “Sierra” lashed to the flat bed of a farm truck, they started along a country road. A motorist approaching in the opposite direction, confused by the strange contraption looming before him, reacted as expected. By the time all vehicles could be brought to a halt, the “Sierra” had suffered a badly crushed aileron. Still under tow, it was taken to the new Modesto Airport, there to undergo repairs. It is believed Ed Hawke first met Al Polk and the “Sierra” on this occasion.

Whatever the circumstances, Mr. Hawke and Mr. Kewin met with the Aircraft Industries management. After some serious negotiations a deal was made. Messrs. Hawke and Kewin would build a factory hangar at the Modesto Airport, and Aircraft Industries would then lease the hangar and.the airport and produce the “Sierra” there.

The summer months of 1929 were hectic for Ed Hawke and the folks at Aircraft Industries. At the airport in Modesto, a 100 feet by 150 feet factory hangar structure was being erected. Arched truss rafters provided an unobstructed floor space. ➤

The floor was all concrete, and the sides of the high ceiling building were fitted with steel sash windows for plenty of natural light.

Meanwhile, the Aircraft Industries people had embarked on a very interesting project. After their negotiations with Ed Hawke, it seemed more certain that they would be putting the “Sierra” mono-plane into production. It was time to publicize the aircraft.

Because the year was 1929, it was only natural that they would attempt some sort of endurance flight, a very popular flying stunt to attract attention in those days.

Searching for somebody experienced in long distance flying, the Aircraft Industries management found Jim Warner, who lived just over the hills in the San Joaquin Valley. Jim Warner was the radio operator on the famous flight of the Fokker Trimotored “Southern Cross” when it flew from Oakland to Australia.

Given the “Sierra” monoplane endurance flight task, Mr. Warner gathered together flyers and a refueling plane at Mills Field in San Francisco.

Two endurance attempts, one on June 9, and another on July 15, 1929, ended in failure. Jim Warner was discouraged and left the project after the final endurance attempt also failed.

The final effort was a bit unusual in that pilot Don Templeman took the “Sierra” up for a solo endurance flight on August 19, 1929, handling the refueling hose single handed. He managed to stay aloft for 35 hours and 37 minutes but was forced to crash land on the mud flats South of Mills Field. No further efforts were made to try endurance flights with the “Sierra” monoplane.

Aircraft Industries Ltd., with the new factory hangar in Modesto, no longer needed the San Leandro facility and

closed it down. Sothey could continue to serve their Bay area clients, they retained a facility in Oakland, California.

It was late summer of 1929, before Al Polk and Sherman Tharp arrived in Modesto to set up the “Sierra” production equipment at the new facility. They expected the Department of Commerce,Bureau of Air, to grant the “Sierra” its approved type certificate at anytime, and it was important to get all the tools, material and fixtures in place. The move to the Modesto facility was fast paced, rushing toward that fateful day in October, 1929, when the stock market crashed.

The “Sierra” monoplane was granted its type certificate, A.T.C.2-151 in November, 1929, but by then it was too late. Because of the market conditions, Aircraft Industries Ltd. could not acquire the working capital needed to go into production, and they were forced to go out of business.

Once again it fell to Ed Hawke to step into the breach. In the winter of 1929, he took over what was left of Aircraft Industries Ltd. He not only acquired a large stock of material and tools, he

became responsible for a large staff of skilled aircraft workers, a designer, and a chief pilot. With the nation on the brink of depression there would be no market for a sport plane like the “Sierra”.

If Ed Hawke considered building an airplane at all, it would have to be one that could work for a living.

There is no record to tell us who first suggested building a crop duster. Ed Hawke, as a Chamber of Commerce member, in a mostly agricultural community, would be aware of the advancements made in aerial spraying. He most probably would have discussed the new methods with his numerous farming friends.

Then, H. Sherman Tharp, also aware of agricultural aviation, probably had some design ideas for a crop duster. As most designers, he could have had a drawer full of sketches.

In any case, as the new year of 1930 dawned, the decision to design a cropdusting airplane had been made. The new Hawke organization wisely called on 0. W. Pilgrim, an experienced cropduster pilot, to consult on the design. ➤

Through the year 1930, the old Aircraft Industries crew, now working for their new employer, The Hawke Crop Dusting Company, constructed three crop duster aircraft.

It is possible that the company thought of itself as a manufacturer with the idea of making the aircraft available for sale.

The company prepared information packets extolling the virtues of the aircraft. These packets could also be considered as a sales pitch for the Hawke Dusting Service.

In January, 1931, the prototype Hawke crop duster was completing its flight tests and an application for a license had been submitted to the Department of Commerce, Bureau of Air. Hawke Duster Airplane No. 1 was granted registration No. XR-10609 in the month of January.

Hawke Duster Airplane No. 2 was completed in the month of March and was assigned registration No. R-10626 the same month.

Hawke Duster Airplane No. 3 was assigned registration No. R-10627. No. 3 was flight tested in March using the engine from No. 1 aircraft.

The three aircraft had identical airframes but there were minor differences in equipment. During flight testing and its first days in operation, No. 1 Hawke flew with the narrow 30 x 5 high pressure tires and Bendix wheels. These were eventually changed to the low pressure 9.5 x 12 tires and wheels to match the set-up on Hawke No. 2. The low pressure tire was best suited to the unimproved landing sites the dusters often had to use.

Oddly, Hawke No. 3 was fitted with the smaller 8.5 x 10 tires and wheels and a Townsend ring cowling on the J-5 engine. (Zl) This could have been an attempt to determine if the cowl and smaller wheels reduced drag. Some years later

the tires and wheels were changed to the 9.5 x 12 size, but the cowl was retained on Hawke No. 3. For the first year of operation, Hawke No. 1 was used in the experimental role, testing the spray dispensing equipment, and doing demonstration flights at various farm sites.

Hawkes No. 2 and No. 3 went right to work doing crop dusting right up to early fall. They accumulated approxomately 140 hours of airframe time in their first season.

The pilots flying the dusters for Hawke were 0. W. Pilgrim, Claude A. Polk, and Robert (Bob) Streif. When the early spring spraying season of 1932 rolled around, a new pilot, Edward P. Walsh, joined the group.

The Hawke aircraft, at the time, were equipped to apply only the dry dusting materials. If the crop dusters could be equipped to spray light oil material, the company could extend operations into the late fall. The oil sprays were applied when the fruit and nut trees were dormant and the leaves had fallen.

In 1932, the company applied to the Bureau of Air for permission to modify Hawke No. 1 to install a tank and necessary piping and attachments for testing liquid spray, dispensig devices with the Bureau of Air approval, the Hawke Crop Dusting Company started serious developmemt on a liquid spraying system.

It was the company’s good fortune that among their staff of skilled mechanics was John P. Desmet. Expert in the use of machine tools, John was a tinkerer. He had some clever ideas for a liquid spray system and soon built a prototype for testing.

John Desmet submitted his first crude device for a patent in September of 1931. Machined from one piece, he conceived a two bladed propeller with a drilled

hole across the blade tip to simulate a venturi tube. He was granted patent No. 1892139 for this concept.

The spray device that he submitted for a patent in 1934, was far more sophisticated and ultimately more functional. He was granted patent No. 2048847 for this latter device, and it was the one the Hawke Crop Dusting Company built and used for a decade of spraying. operations.

Wind driven, the liquid spray rotor was mounted on struts of streamline tubing, that in turn were clamped to the aircraft wing strut and landing gear bracing. The rotor was a short hollow shaft with a 3 bladed propeller fitted at both ends. The aft propeller had hollow blades with small venturi jets fitted to the blade tips. A liquid supply pipe from a tank, mounted inside the dust hopper, out to the spray rotor, completed the spray system rigging to the aircraft. The rig could be mounted to either the right or left side of the aircraft or both sides for a dual rotor use. With only gravity flow from the liquid tank to the rotor, the centrifugal force produced by the wind driven rotating blades, forced the liquid out to the venturi jets, at the propeller tips, at very high pressure. Through tiny orifices, the fluid exited the jets in a very fine mist for spraying. The liquid storage tank was fitted in the dust hopper in a manner that permitted quick installation and removal.

Old timers like to tell how John Desmet tested the liquid spray system. They describe a crude but effective method that might have been entertaining to watch. Long strips of butcher wrapping paper were laid down across one of the airport runways. The strips were spaced at intervals all the way down the field. To keep the paper strips from blowing away, the crew tossed a shovelful of dirt on the paper here and there to hold it down. ➤

The duster aircraft would take off from the other runway and fly a spraying run over the paper striped runway that must have looked like a bunch of band aid patches from the air. After the aircraft passed, the crew would rush out to examine the butcher paper spotted with the oil spray to determine how well the system distributed the liquid material.

After his service with Hawke, John Desmet opened a student flying service at the Modesto Airport, but apparently never gave up tinker ing. In 1945 he was granted a patent for a “Rivet Applying Tool”,· and in 1946 he got a patent for a “Blood Treating Device”.

1933 was an important year for Edwin R. Hawke. He made some personal career changes. He resigned as manager of the J.C. Penney Store. He also resigned from the Modesto Chamber of Commerce Board.

Then, on October 26, 1933, he celebrated the opening of the Hawke Department Store on Tenth Street in Modesto.

The Hawke Crop Dusting Company meanwhile was doing very well indeed. As the year ended Hawke No. 1 had accumulated 204 hours on its airframe. Hawke No. 2 had logged 340 hours, and Hawke No. 3, the workhorse of the bunch, had build up 499 hours.

According to the Department of Commerce, Bureau of Air inspection records, the Hawke crop dusters were inspected twice a year.

The license renewal inspection was in the spring of the year, and a semi-annual inspection was performed in the fall. The Hawke dusters were accumulating hours in a reverse manner. The inspec tion records show Hawke No. 3, the youngest aircraft, had its first major airframe overhaul in the winter of 1933-34 at 499 hours.

No. 2 Hawke was overhauled at 366 hours in 1934, and Hawke No. 1 had its airframe overhaul at 554 hours in 1936. The records show that an extra 20 gallon fuel tank was mounted to the aft side of the dust hopper at these overhauls.

Examination of the Bureau of Air inspection records reveals other interesting information. The Hawke Crop Dusting Company never purchased a new, zero time engine from the factory. The Hawke aircraft inspection records show the three aircraft began operations with engines showing hours since overhaul.

The company, by 1936, had accumulated a total of eight near new, low hour, or zero time since overhaul, Wright J-5 engines. The six sets of adjustable pitch Hamilton Standard propeller hubs and blades had also been previously overhauled.

Generally the Hawke Company did its own engine overhaul. The propellers were probably sent out for overhaul at authorized shops.

Although the depression years saw much business failure, the Hawke Crop Dusting Company was enjoying success. Farmers found aerial spraying to be a fast and efficient method of treating their crops and the price was fair.

The three Hawke dusters continued to build flying hours. The work throughout 1935 and 1936 had settled into a smooth routine.

In 1935, the city of Modesto picked up the option to buy the airport ‘that Hawke and his associates had built. Once again Modesto would have a municipal airport. The city appointed Mr. Art Jenks, operator of the Pathfinder Flying Service, as airport manager.

Because there was no other space, Mr. Jenks shared half of the Hawke hangar. The city budgeted many improvements for the airport including runway lighting

This liquid spray device, designed by John Desmel, was not granted a patent until 1936, but efforts to provide the Hawke dusters with liquid spray capability began as early as 1932-33. John Desmel was a mechanist aircraft with great success thorughout their years of service.

and paving. This was a pleasant change for Hawke,. as it removed the burden of maintaining the airport.·

As the new year of 1937 rolled around things were up-beat. In January, Ed Hawke announced his intention to run for the elected office of Member of the Board of the Modesto Irrigation District ..

After a month of campaigning for the four year term, Ed Hawke and two incumbents won the February 4th election.C29) It was a most happy t’ime for Hawke and his associates, but all too soon, tragedy would strike.

On July 22, 1937, at 4:30 a.m., Al Polk, piloting Hawke No. 3, flew to the Aldrich Ranch in Hughson, California, and applied his first load of sulphur. He returned to the airport and took on 900 pounds of sulphur and more fuel. He departed from the runway headed in a Northwest direction at 5:20 a.m. To reach the Aldrich Ranch he had to make a 180 degree turn to the East. ➤

This course would take him away from the city along Dry Creek and Scenic Drive, a roadway that follows the creek bank. As he completed his turn and began to follow the creek, witnesses noted he did not seem to have enough power to gain altitude and the aircraft was flying dangerously close to tree tops and power lines. At the intersection of Scenic Drive and Oakdale Road, behind a roadside tavern, there was a vacant field suitable for an emergency landing. Just as the aircraft crossed the corner of the field it suddenly struck the ground. First a wing hit, then the nose. The aircraft skidded several feet then, horribly, it burst into flame. Claude A. Polk, at age 42, was killed instantly.C3

The Bureau of Air records for Aircraft Registration No. R-10627 shows a memo on the bureau’s stationery. The memo simply stated that a fatal accident had occurred. It noted the place, the time and the pilot’s name and reported that

an investigation by Insp c tor Walker was to be conducted. The memo was signed by Jesse w; Lankford, Chief, Accident Analysis Section. The file on aircraft Registration No R-10627 was closed.

At the time of the accident, Hawke No. 3 had over 1100 hours on the airframe and the engine had over 250 hours since overhaul. Several witnesses to the accident told the local newspaper report ers that they were certain the engine was not producing enough power.

The year that began with celebration ended in disaster. 1937 was also the year Ed Walsh, after 5 years with Hawke Dusters, left to be a flight instructor at the Palo Alto Airport.(3l)

Things were beginning to change at Hawke Crop Dusters.

In 1938 the company continued operations with only two airplanes and a heavy work schedule. There was no

attempt to build or buy another aircraft. By this time a number of the people who had started with Hawke Crop Dusters had moved on to seek other career oportunities. Only a handful of the original staff remained.

0. W. Pilgrim had given notice, leaving Bob Streif as the only senior pilot still with the company. As 1938 came to a close, the two remaining Hawkes had accumulated more airframe hours. Hawke No. 1 showed 860 hours and Hawke No. 2 had logged 1133 total hours.

When the three Hawke aircraft were granted their registration numbers in -1931 they received restricted licenses. Their applica tions were approved for “crop dusting only, no passengers or cargo to be carried for hire.” The inspectors for the Bureau of Aero-nautics examined the aircraft for compliance with structural safety and the·use of approved parts and materials.

The aircraft were flown to demonstrate their air worthiness.

To some degree, aircraft with restricted licenses were not severely scrutinized. In the case of the Hawkes, it was not until airplane No. 3 had 195 hours on its airframe, that the inspector called for a demonstration of the airplane’s ability to take off with a full payload. After the demonstration, Inspector William Moore signed the report dated 3-15-32 with the terse remark:”with 800 lbs, take-off in 800 ft., climb 800 ft. first minute.”

The ensuing years found the Bureau of Air writing more regula tions concerning crop dusting and the inspectors became more strict with compliance. Directives were sent to advise duster operators of the fire dangers associated with dust and oil sprays. The Hawkes were found to comply with these directives.

At the Bureau’s direction the Hawkes finally had to install wing tip lights and a battery was mounted under the pilot’s seat to provide the power.

By 1938 the inspectors were requiring compliance with aircraft design weights at each annual license renewal inspection.

Since the first licenses were issued in 1931, the Hawkes had put on a little weight. Wing lights, an extra fuel tank, piping fittings, and braces for the liquid spray tank, had driven up the empty weight of the aircraft. The inspectors gave their approval to a new gross weight of 3650 pounds. In so doing they required the Hawkes to limit their maximum payload to 980 pounds with 20 gallons o fuel at take-off, or 880 pounds of payload with 40 gallons of fuel.

One of the last modifications made to the Hawkes was the ad dition of magnetic compasses_in 1940. In that year the two

Hawkes had worked an uneventful season and built up more air frame hours.

Hawke No.1 logged a total of 1124 hours. Hawke No 2 had reached 1323 total hours.

The year 1941 saw the Hawke Aircraft celebrating their tenth anniversary. A decade of campaigning in a new form of aviation with their own distinctive aircraft design. Besides the unique design, the company could be cited for their special liquid spray system development. It would seem the company was well positioned to start another decade of agricultural flying. Instead, 1941 would be the year the original company would be sold and the Hawke Duster Aircraft would enter the twilight of their existence.

Edwin R. Hawke was urged to re-run for election to the Modesto Irrigation District Board of Directors. He was re-elected in February, 1941. ➤

Then, in late summer, with no warning signs,the people of Modesto learned from the evening headlines that Ed Hawke had become seriously ill. On October 31, 1941, Ed Hawke at only 60 years of age, passed away at his home in Modesto. The city had lost a devoted servant.

Mr. Hawke’s family never understood his venture into aviation. Neither his wife nor his brothers had taken any interest and had no experience in the crop dusting business. The family decided to sell the company.

Bob Streif, in partnership with George (Butch) Boyd,bought the company from the Hawke heirs but retained the Hawke Crop Dusting Company name. John Cuneo left the company.

The new partner, George Boyd, brought along two aircraft he had been using to dust crops. The new organization now had four aircraft. The two Hawke dusters were joined by a Curtiss “Fledgling” and a New Standard biplane. Needing more space, Boyd and Streif moved from· the old original Hawke hangar to new quarters in a big hangar just down the ramp. Just as the new owners were preparing to step up operations with their bigger fleet, the Japanese bombed Pearl Harbor.

As the bombs crashed down, the U.S. Government sl pped severe restrictions on flying all along the Pacific coast. Boyd and Streif would be practically grounded for the duration of the war. Crop dusters had to get special permission to operate.

Worse than the flight restrictions were the fuel shortage and the total lack of spare parts. The War Production Board gave no priority to parts for Wright J-5 engines. The Hawke Crop Dusting Company managed to get some government work. Flying over the rivers and estuaries near the San Francisco Bay, they sprayed light oil to keep down the mosquito population

near military facilities. Hawke No. 2 was used for the flying and No. 1 was used for spare parts. An inglorious end for the old monoplane.

With the war in Europe ended and flying restrictions lifted, it was possible for the crop dusting companies to operate once again.

Operate, of course, if they had aircraft that were in condition to fly. Hawke No. 1 would never fly again. Its wing was uncovered and stored in the hangar. No wheels, no engine, the aircraft was pretty far gone. The records indicate that after 1941 no applica tion for licensing was ever made.

In 1945, Boyd and Streif leased Hawke No. 2 to William L. Eddy, a duster pilot operating out of Yuba City, California.

On February 15, at 3:00 p.m., in Live Oak, California, while on a low pass on a spraying run, the engine on Hawke No. 2 quit cold. With less than 75 foot altitude, Bill Eddy frantically tried to cranki nose-up trim. The crank ratio was so poor it took too many turns to get the stabilizer to desired trim position. Too late, Bill Eddy and the Hawke hit the ground. The plane struck at an angle that bent back the landing gear, tore off the engine, and the left wing. Mr. Eddy walked away unhurt.On that February afternoon n 1945 the last Hawke crop duster expired. Too badly damaged to be

Hawke No. 2 during run-up before takeoff. Although fitted with only a single seat, the Hawke cockpit was very roomy. It was not unusual for crew members to ride along to a dusting site, standing beside the pilot.

repaired, Hawke No. 2 was scrapped with over 1500 hours on the airframe. Recalling Bill Eddy’s report about the trim control’s slow action sets one to speculate about Al Polk and the crash of Hawke No. 3. Could it be that Polk might have made a successful forced landing if the trim control system had operated faster?

Like a ghost, a number of people remember seeing a Hawke crop duster being built during the years following World War II. They recall seeing a fuselage frame and a wing set up in the old Hawke hangar. Was it Hawke No. 4? Most probably it was an attempt to refurbish old Hawke No. 1. This project was not completed and there are no records indicating a license was granted to a Hawke design after 1941.

And so, the fine old Hawke dusters played their part in history.

They had their shining hour in the golden age of aviation, doing their part to advance agricultural flying, and they did it well. As this story ends it should be noted that for nearly fifty years since Edwin R. Hawke’s death, a company bearing the name ‘’Hawke Crop Dusting” has operated continuously out of the Modesto, Califor nia area. The company has had numerous owners, but, because of the fine reputation of the original organization, it would seem none of the new owners wauld chance to change the name.

CRAYMER’S COUNSEL

It’s All About Air

I always say that the PT6 engine relies on efficiency. This especially applies to the compressor, which I have always said is the heart of the engine. Maybe it would be more accurate to say it is the engine's lungs. When we discussed engine washes, we discussed how a dirty compressor could affect efficiency and, thereby, engine performance. Let's look a little closer at the compressor and what the engine does with all the air from the compressor.

To begin with, the compressor is constructed with a series of rotating disks with blades between stationary vanes that direct the air path as they slow and compress the air. The small PT6 has three sets of these disks and blades. The large PT6 engine adds the fourth disk. These disks and vanes grab the air initially and move it axially through the compressor. The final stage of the PT6 compressor, regardless of engine size, is a centrifugal impeller. The

impeller moves the compressed air outward for distribution to the rest of the engine. The compressor is housed between the inlet case and the gas generator case. It rides on the #1 bearing, a thrust ball bearing, and the #2 bearing, a roller bearing.

At engine start and low power settings, the compressor makes more air than the engine needs. The PT6 has a bleed-off valve (BOV) to dump the unused air overboard. If the BOV cannot remove the excess air quickly enough, the compressor can stall. You may have heard the big bang of a compressor stall when the BOV malfunctions. As the engine comes up to speed, the BOV begins to close and fully closes somewhere around 90% Ng. 90% Ng is a ballpark number for our discussion. If you have concerns about the operation of your bleed valve, there is detailed information in the maintenance manual for your specific engine model.

As the air leaves the impeller, it is directed through diffuser tubes in the gas generator case. These tubes slow the air, which increases the pressure. Some air is pushed into the combustion chamber, where fuel is added and burned. That hot compressed gas is sent through the turbines.

Approximately 25% of the air made by the compressor is used for the combustion process. Once the compressor turbine is spinning and the combustion process is started, the engine will remain running as long as there is fuel. What about the other 75% of the air? ➤

The combustion process takes place within the combustion chamber liner. These liners are made of extremely thin metal. To keep the whole engine from melting, 65% of the air the compressor makes is used to cool during combustion. Look at a combustion chamber liner and observe the holes on the inside and outside, as well as the rings inside the liner. Cooling air can be used in the vane rings, compressor turbine blades, and disks. There are many passages for cooling air to be directed and used by these parts. The PT6 wants to maximize the use of the hot air but also wants to protect the parts using it.

That leaves us the last 10% of the air. Half of it is used for airframe services like cabin heat. The other half is used by the secondary air system within the engine. This secondary air system includes bearing compartment sealing. You may have heard people speaking of air seals. Air pressure is sent to some of the bearing cavities to seal the oil from coming out of the engine. There is typically a rotating air seal and a stationary air seal with a minimal gap between them. The #1 and #2 bearing have these air seals. They allow the compressor to spin and the bearings to still have ample oil supply to keep them safe. The air supplied to

these areas is then carried out of each bearing area in the oil. An air/oil separator in the oil tank removes the air from the oil and vents it overboard through the breather.

Air and its efficient use are what you want from your PT6. If you begin to lose that efficiency, you may notice Ng creeping up. That means the compressor has to work harder to get all the air the engine requires, and you will notice that you are not getting the torque out of the engine that you need to work the airplane. That is our clearest indication that we need to investigate the air system. Please call your maintenance provider or me if you have any questions about what I discussed in this article.

Robert Craymer has worked on PT6A engines and PT6Apowered aircraft for the past three decades, including the last 25+ years at Covington Aircraft. As a licensed A&P mechanic, Robert has held every job in an engine overhaul shop and has been an instructor of PT6A Maintenance and Familiarization courses for pilots and mechanics. Robert can be reached at robertc@ covingtonaircraft.com or 662-910-9899. Visit us at covingtonaircraft.com.

SPREADING THE FACTS

All About Peanuts in the USA

This month, we will take a detour from the traditional truth about agriculture content for my column and expand on a unique crop that isn’t generally seen nationwide. Let’s talk about peanuts! Peanuts are grown almost exclusively in the southeast, with Georgia-FloridaAlabama-Mississippi growing nearly 75% of all USAgrown peanuts… around 50% of peanuts grown in the U.S. come from AgAir Update’s home state of Georgia! This plant is incredibly unique and not like any other nut; here’s how it grows:

1. Peanut seeds are planted in April or May in prepared soil about 2 inches deep and 2 inches apart from each other in rows. These ‘seeds’ are specially grown kernels from the previous year’s crop.

2. Around 10 days after planting, the seedlings begin to emerge. Peanut plants grow up to 18 inches tall and have oval-shaped leaves.

3. 40 days after planting, little yellow flowers appear on the plant. Peanuts are unique as they are one of the only plants that flowers above ground but fruits below the ground. Flowers are pollinated by themselves, and the petals fall off as the ovary begins to form.

4. Once the petals fall off, the bud is called a ‘peg’; we call this stage ‘pegging.’ The peg grows towards the soil surface and eventually touches it, turning horizontally and “burying” itself into the ground. The plant continues to produce flowers and pegs throughout the growing season, making 40 or more mature pods on each plant.

5. The peanuts mature enough to harvest about 4 to 5 months after planting. Since peanuts grow in the ground, they must be dug up. A digging machine pulls the peanuts from the ground and flips the plants over in rows. Peanuts naturally contain 25-50% moisture, but moisture is not suitable for storage & processing.

Therefore, peanuts are left in these rows for 2-3 days until they reach 10% moisture or less. Some peanut buying points have drying wagons where peanuts can be harvested at higher moisture and dried down in the wagon with hot air rather than in the field. The dryers sometimes look like this:

6. A shaker, or picker, comes to finish the harvest by separating the pods from the rest of the plant.

7. Once peanuts are harvested, they can be shelled or left in the shell and then onto the various processing plants. Peanuts are found in all types of products and undergo many forms of processing, such as grinding, roasting, or boiling (a popular treat in the south!). This is what it looks like when they are stored in the shell! ➤

There are about 7,000 peanut producers in the major producing regions. These farms produce roughly 6 billion pounds of peanuts every year, which puts the U.S. as the world’s fourth largest producer. China, India, and Nigeria produce the most peanuts globally, but the U.S. produces the highest quality as a “fresh market” crop. The United States is also the fourth largest exporter of peanuts, with many exports going to Canada, Mexico, some European countries, and Asia. About 500,000 metric tons of peanuts are exported out of the U.S. annually to various countries.

Peanuts are a fantastic crop. This plant only requires 3.2 gallons of water to produce an ounce of peanuts, compared to 28.7 gallons for an ounce of almonds. Peanuts are also legumes, which means they take nitrogen from the air and fix it into the soil, improving the ground they are grown in and providing nutrients for future crops. On top of all of that, peanuts are great for consumers. There are 7 grams of protein per ounce, more than any other nut, and at least 10% of your daily value of vitamin E, magnesium, folate, copper, phosphorus, fiber, niacin, and manganese. Eat more peanuts and support these amazing farmers!

EPA Announces Selection of Members to Farm, Ranch, and Rural Communities Federal Advisory Committee

WASHINGTON (November 16, 2022) — Today, U.S. Environmental Protection Agency (EPA) Administrator Michael S. Regan announced the appointment of 20 members, including the new Committee Chair and Committee Vice-Chair to the Farm, Ranch, and Rural Communities Federal Advisory Committee (FRRCC), which provides independent policy advice, information, and recommendations to the EPA Administrator on a range of environmental issues that are of importance to agriculture and rural communities.

Dr. Beth Sauerhaft from American Farmland Trust and Dr. Raymon Shange from Tuskegee University will lead the FRRCC, which includes 20 newly appointed members who will join 17 existing members of the committee. Committee members include representatives from academia, industry (e.g., agriculture and allied industries), nongovernmental organizations, and state, local, and tribal governments.

“As EPA Administrator, I am deeply committed to ensuring that agricultural and rural communities have a seat at the table as we work together to identify practical, science-based solutions that protect the environment and ensure a vibrant and productive food system,” said Administrator Regan. “The appointees announced today and our existing FRRCC members will provide invaluable insight and feedback on EPA’s programs as we partner with farmers and ranchers to address the impacts of the climate crisis.”

Earlier this year, Administrator Regan issued a new charge topic for the FRRCC to evaluate the Agency’s policies and programs at the intersection of agriculture and climate change. The committee will consider how EPA’s tools and programs can best advance the agriculture sector’s climate mitigation and adaptation

goals, ensuring EPA can best support farmers and ranchers in their efforts to reduce emissions and accelerate a more resilient food and agriculture system.

EPA issued a request for nominations to the FRRCC in the spring of 2022 and received more than 85 applications. EPA selected new and returning members from a pool of highly qualified candidates to represent a variety of agricultural sectors, rural stakeholders, diverse geographies and whose backgrounds include extensive experience with EPA priority issues, including climate change. FRRCC members represent all 10 EPA regions and hail from 24 states. New Members

• Brad Bray, Bray Farms, Cameron, MO

• Eddie Crandell Sr., Lake County California Supervisor, Lucerne, CA

• Jennifer James, J&J Land Company and Auvergne Grain Company, Newport, AR

• Sarah Lucas, Michigan Department of Agriculture and Rural Development, Marquette, MI

• Jeanne Merrill, National Sustainable Agriculture Coalition, Alameda, CA

• Clay Pope, Pope Hilltop Farm/National Association of Wheat Growers, Loyal, OK

• James Pritchett, Ph.D., Colorado State University, Fort Collins, CO

• Nithya Rajan Ph.D., Texas A&M University, College Station, TX

• Lindsay Reames, Virginia & Maryland Milk Producers Cooperative Association, Amelia, VA

• Raymon Shange, Ph.D., Tuskegee University, Tuskegee, AL (Committee Vice Chair)

• Jennifer Simmelink, Kansas Soil Health Alliance, Esbon, KS

• Chantel Simpson, Ph.D., North Carolina A&T State University, Greensboro, NC

• Ryan Smith, Danone North America, Chicago, IL ➤

Returning Members

• Emily M. Broad Leib, Harvard Law School Food Law and Policy Clinic, Cambridge, MA

• William (Bill) Couser, Couser Cattle Company, Nevada, IA

• David Graybill, Red Sunset Farm, Mifflintown, PA

• Lauren C. Lurkins, Illinois Farm Bureau, Bloomington, IL

• Christopher L. Pettit, Washington State Conservation Commission, Lacey, WA

• William R. Pracht, East Kansas Agri-Energy, Westphalia, KS

• Graciela I. Ramírez-Toro, Ph. D., Inter American University of Puerto Rico, San Germán, PR

Existing Members

• Barry Berg, East Dakota Water Development District, Dell Rapids, SD

• Don Brown, Anchor Three Farm, Inc., Yuma, CO

• James (Jamie) Burr, Tyson Foods, Farmington, AR

• Phillip H. Chavez, Lower Arkansas Valley Water Conservancy District, Rocky Ford, CO

• John R. H. Collison, Oklahoma Rural Association, Edmond, OK

• Michael Crowder, National Association of Conservation District, West Richland, WA

• Matthew Freund, Freund's Farm/Cowpots LLC, East Canaan, CT

• Sharon Furches, Furches Farms Partnership/Kentucky Farm Bureau, Louisville, KY

• Jeffrey Gore Ph.D., Mississippi State University/ Delta Research and Extension Center, Stoneville, MS

• Alex P. Johns, Seminole Tribe of Florida Inc., Okeechobee, FL

• Nicholas McCarthy, Central Valley Ag Cooperative, York, NE

• William Thomas (Tom) McDonald, Five Rivers Cattle Feeding, Dalhart, TX

• Charles R. Santerre Ph.D., Clemson University, Clemson, SC

• Beth C. Sauerhaft Ph.D., American Farmland Trust, Chappaqua, NY (Committee Chair)

• Stacy Wayne Smith, Smith Farms, Wilson, TX

• Jeff M. Witte, New Mexico Department of Agriculture, Las Cruces, NM

• Amy V. C. Wolfe, AgSafe, Escalon, CA

For Those Who Demand the BEST

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A WING AND A PRAYER

Christians Are Called To Be Saints In Christ Jesus

The English word “saint” comes from the Greek word “hageos” which means to be sacred, morally blameless, and holy according to God’s righteousness.

“Paul, called to be an apostle of Jesus Christ through the will of God, and Sosthenes our brother, to the church of God which is at Corinth, to those who are sanctified in Christ Jesus, called to be saints, with all who in every place call on the name of Jesus Christ our Lord, both theirs and ours” (1 Corinthians 1:1-2). Paul became an apostle when Jesus Christ came to him in a bright light on the Damascus road and appointed him, “To bear My name before Gentiles, kings, and the children of Israel” (Acts 9:1-30). The English word “church” comes from the Greek word “ekklesia” which means “assembly.” Jesus said, “For where two or three are gathered together in My name, I am there in the midst of them” (Matthew 18:20). Two or more Christians gathered to worship Jesus Christ can be called an assembly of Christians.

There are over 200 Christian denominations in America with over a hundred million members. There are over 35,000 independent and nondenominational Christian churches in America with over 15 million members. There are over 30,000 home churches in America with six to twelve million Americans attending them. The English word “sanctified” comes from the Greek word “hageazo” which means set apart for God, dedicated to God, consecrated to God, and to be as righteous as God. “For He (God) made Him (Jesus Christ) who knew no sin to be sin for us, that we might become the righteousness of God in Him” (2 Corinthians 5:21).

The word “saint” does not refer to special people who have been canonized by a church council of men; humans do not appoint other humans to be saints of God! The English word “saint” comes from the Greek word “hageos” which means to be sacred, morally blameless, and holy according to God’s righteousness. Becoming a saint has nothing to do with a person’s works; it’s not something a person can earn. It doesn’t matter how righteous you live your life, or how many exceptional acts of kindness you do, you can never live up to God’s righteous standards. “Abraham believed God, and it was accounted to him for righteousness” (Romans 4:3). “For by grace you have been saved through faith, and that not of yourselves; it is the gift of God” (Ephesians 2:8).

“Grace to you and peace from God our Father and the Lord Jesus Christ. I thank my God always concerning you for the grace of God which was given to you by Christ Jesus” (1 Corinthians 1:3-4). Paul was constantly thanking God for His grace toward people who have committed their life to Jesus Christ by faith. God’s grace is always a free gift; grace is undeserved and unmerited favor, and cannot be earned. The word grace literally means undeserved kindness and mercy, and cannot be paid back. God doesn’t say, “I’m gracious and I will give you eternal salvation, but one sin and I’ll take it away from you.” That’s not grace, that’s law. God’s righteousness demands justice, the price for our sin had to be paid. Jesus Christ

grows in Jesus Christ, the more we should be expecting our Lord’s second coming. As Christians, we eagerly wait for the coming of our Lord Jesus Christ, knowing that we will be kept by Him, and confirmed to the end; and will be blameless in the day of Jesus Christ. Peter wrote, “Therefore, beloved, looking forward to these things, be diligent to be found by Him in peace, without spot and blameless” (2 Peter 3:14).

“God is faithful, by whom you were called into the fellowship of His Son, Jesus Christ our Lord” (1 Corinthians 1:9). He who has brought us into an intimate relationship and communion with Jesus Christ is faithful; He can be trusted with all our concerns. Those that come at His call will never be disappointed in their hope in Him. Even the most faithful Christian will sometimes fail to honor God because of our sinful flesh (Romans 7:14-25; Galatians 5:16-18), but we will never find Him being unfaithful to us. He will not allow His faithfulness to fail (Psalm 89:33). Christians have: “An inheritance incorruptible and undefiled and that does not fade away, reserved in heaven for you, who are kept by the power of God through faith for salvation ready to be revealed in the last time” (1 Peter 1:4-5).

LOW & SLOW

FLYING INTO THE FUTURE

Nothing has proved to be more useful or practical than the equipment and procedures developed under the sponsorship of the National Agricultural Aviation Association's SAFE program. The word SAFE is an acronym for Self-regulating Application and Flight Efficiency. This sophisticated equipment, coupled with a portable computer, can give the aircraft operator an almost perfect picture of the spray swath of his plane.

The backbone of Operation SAFE is the fly-ins that are held throughout the country. They are operated by trained personnel, generally from nearby land-grant colleges, experimental stations, or the cooperative

extension service. Representatives of major agrichemical firms often participate because of their vested interest in the safe and efficient application of their products. Instant analysis of spray patterns can be determined and corrective measures taken in the field. Often, an operator can improve the performance of his machine with little or no expense.

The most fascinating and obvious change in the industry has involved the aircraft themselves. Magnificent new turbo-powered models and the high capacity models that use larger reciprocating engines have made their appearance. Among the Turbos are the Air Tractors, the

Ayres Thrush, the Weatherly, and the Schweitzer Ag-Cat, equipped with Pratt & Whitney PT-6 series engines ranging from 500 to 750 horsepower. In the conventional engine field are the Ayres S2R-1820 Bull Thrush with the Wright 1820 engine with 1200 horsepower and Pezetel Melex's M18 Dromander with the ASZ-62-IR 1000 horsepower engine.

The astonishing performance of these machines is changing the face of the industry in areas with large farms. A turbo-powered machine can defoliate 480 acres of cotton at the rate of five gallons per acre in slightly less than an hour. At a scant $3.00 per acre, this amounts to about $1,500 an hour for the aircraft, an impressive sum.

The "fly-by-night" reputation garnered by some of the industry's pioneers has been shed for good. Today, scattered all over America, are two and three-generation operations with deep roots in their communities. Today the general public recognizes agricultural aviation as a vital and well -accepted segment of farming.

Much has been said by agricultural aviation spokesmen about the industry and its purpose. Surely, agricultural aviators aim to make themselves responsible and necessary cogs in the nation's economy.

However, the truth is more complex. The people engaged in this fascinating industry are a different breed of cat! ➤

Had they made the scene 100 years ago, they would have been the pioneers who tamed the West, battled and subdued the fever-infested swampland of the South, or turned the endless prairie land of the Midwest into the breadbasket of the world.

The aircraft itself has always been a motivating factor. To many agricultural aviators, a summer's dawn is never more beautiful than when seen through the whirling blades of a Hamilton-Standard. And nothing is quite as sweet as sliding down over the trees and laying the last long run of the day.

All that really separates the modem ag pilot from his 1924 predecessor is an increase in horsepower and a change of costume. The silk scaif and the shiny boots are gone with the wind, but the feeling is still exactly the same.

SwathPRO® revolutionizes how you get the job done.

No need for landing to adjust spray nozzles. Aerial application is optimized, in flight, with the push of a button.

TWENTY YEARS AGO

Flying the Ipanema 2002

BOTUCATU, BRAZIL - Although I have flown many and varied ag-aircraft, I’ve only had the opportunity to fly Neiva’s Ipanema on two occasions before my invitation to visit the Neiva factory in Botucatu. The first such flight was in Pelotas, Brazil flying an EMB-201A model Ipanema. Because it was an earlier version of the Ipanema, when I made my second flight in the 1999 model Ipanema I was very much impressed with the newer model. No less so, when I made my third and fourth flights in a new 2002 Ipanema and Brazilian ag-operator Alan Poulsen’s 2001 Ipanema, I found these aircraft were just as much a pleasure to fly as the 1999 model.

Obviously, with only four flights in an Ipanema, a pilot cannot call himself qualified to critique the aircraft. However, using my past experience flying other ag-planes for evaluation flights, I know the Ipanema is an ag-plane with exceptional performance and is built to a high level of standards.

The several hundred Ipanema ag-pilots in the world already know the Ipanema is not a difficult aircraft to fly. An ag-pilot has enough distractions and critical situations to deal with while he’s conducting his low-level work. He shouldn’t have to concern himself with managing an aircraft that is difficult to fly. The Ipanema allows the pilot to stay focused on the job at hand, simplifying his application mission.

As with every new ag-plane that I fly for an evaluation, I make the first flight without a load. Then, if I’m comfortable with the aircraft, I fill the hopper about half full for the next flight, and finally on the third flight, I fill the hopper to its maximum capacity for the conditions and/or my experience level. With the Ipanema, I did not fill the hopper completely. Since it is a good rice plane, in my opinion, it has a large enough hopper for dry work, and yet could be overloaded

for liquid applications. Also, I had to consider my level of experience with the aircraft.

My fourth Ipanema flight was the same day as the I flew the factory’s Ipanema, Alan Poulsen’s 2001 Ipanema with the Spectrum Electrostatic Spray System installed. To the ES system’s credit, I did not see where it created too much drag, at least not enough to concern one’s self. In any case, pilots would not typically need to fill the hopper completely with the ES Ipanema, since it is capable of covering many acres with only a small amount of liquid product. For the sake of this article, both of these Ipanemas, the new factory version and Alan’s, flew enough alike that when I speak of the Ipanema, my reference applies to both aircraft.

In my opinion, the Ipanema is very similar to the Americanmade Cessna 188, only better. The C-188 has a reputation for being “squirrelly” on landing, and in certain wind and load conditions can test the best pilot. In my experience with the Ipanema, I found the taking off and landing to be docile and very manageable. The aircraft lifted off the ground in a comfortable, short distance. Its landing was very predictable, with an approach speed of about 120 kilometers.

When it comes to the Ipanema turning around for another pass over the field, it does an excellent job. Every ag-pilot has his own method of turning around his plane for the next swath run. For most of us, it is a time issue; the sooner we are back in the field the sooner we finish the job, the sooner we finish the job the more acres we complete, therefore the more pay for a day’s work; simple math. However, I’ve found there is a point of diminishing returns when calculating the turn around speed of an ag plane. I’ve witnessed every kind of turn known, and I’ve tried them all. But, sometimes the laws of physics step in and no matter how dramatic a turn the pilot conducts, there may be another method that will turn quicker. ➤

An ag-pilot’s turn is nothing more than an exaggerated procedure turn. IFR pilots make them all the time, but typically in level flight, less angle of bank and over a longer period of time. One of the things I look for in an ag plane is how well it makes a procedure turn. If any pilot believes he is getting ahead of the game with a turn under 20 seconds, he is mistaken. A 20-second or less turn is an accident looking for a place to happen. A 30-second turn, when lightly loaded, is a respectful turn and is all any ag-pilot should expect.

Let’s prove my point. If you could make 50% of your turns during a loaded mission at the high risk turn level of 20 seconds, and the rest of your turns were at a normal level of risk for the load, you would be saving, maybe, 10 seconds per turn for 50% of your turns. Depending on the shape and size of your fields and the average distance to them in a given spray day, your 20-second turns would need to shave off at least 30 minutes to save one load (the assumed time it takes to apply a typical load).

There are six 10-second intervals in a minute and 180 of these intervals in 30 minutes. Assuming you are a hot-dog pilot and capable of 20-second turns 50% of the time, you would have to make 360 turns in a day to save 30 minutes. Realistically, you transition from a loaded average turn time to 20-seconds gradually. Therefore, it is more probable you will have to make about 500 turns in a given day to save enough time to apply one more load. This is assuming a full day of work is on the schedule books! This may not be a likely scenario, therefore you must ask yourself, is the 20-second turn really worth it?

With the Ipanema, I determined the aircraft turns best with a nose up attitude and a steep bank shy of knife-edge upon breakout from the field. Whenever I rolled the aircraft past knife edge I was wasting seconds asking the ailerons to stop the roll and start the aircraft rolling back in the opposite direction creating excessive induced drag.

Using bank angles of approximately 60° for the most efficient turn around is not unique to the Ipanema. All the ag-planes I’ve flown do better to stop short of knife-edge, it’s a physics thing. By properly managing your breakout bank angle, with a continuing nose up attitude, you are gaining precious altitude and slowing the aircraft at the same time; the slower the airspeed, the shorter the turning radius. Since the Ipanema flies very well at a slow airspeed, this is a natural turn process for it.

As the nose of the Ipanema passes through the 12 o’clock position, I lower the flaps one notch. While the aircraft

continues its turn to the three o’clock position, I am in level flight. After the three o’clock position, I begin dropping the nose and raising the flaps, using the altitude to recover the airspeed and safely return to the field, in 30-40 seconds, depending on the load. I found this style of turning to be the most efficient for the Ipanema. Keep in mind, this observation comes from an Ipanema pilot with less than five hours experience! High-time Ipanema pilots may discard my comments as baloney.

During my evaluation flights of the Ipanema, the weather was cool. However, I operated the air-conditioner and found it to be able to deliver an adequate amount of cool air. Cooling an ag-plane’s cockpit is a very difficult task with the large amount of plexiglass and a heat-emitting engine up front. I think pilots will find the Ipanema air-conditioner more than adequate.

Every aircraft’s cockpit layout is different. This is especially evident the first time you seat yourself in it and begin to take note of where everything is located. The Neiva factory has done an excellent job positioning the critical instruments where they automatically fall within the pilot’s scan. The control levers for the throttle, propeller and mixture are easy to identify and operate. I believe more thought should be given to the position of the on-off spray handle, as it is very close to the throttle control. The Piper PA-25 has this problem as well. But, as I found out during the flight, if the pilot uses the electric brake system for the spray pump, the position of this valve no longer is a problem. Even so, it is a minor problem.

Neiva has been manufacturing Ipanemas long enough to know what works and what doesn’t work for their aircraft (30 year history). I have found them to be very responsive to their customers’ request. The factory’s engineers are always open to suggestions. And, I’ve seen in the last few years, these suggestions become part of the aircraft. For example, when Brazilian ag-pilots pointed out their aircraft needed air-conditioning, Neiva provided a professional, high-grade system. When the Brazilian economy took a down turn, Neiva realized the need for the operator to become more efficient and offered the Spectrum Electrostatic Spray System as Original Equipment Manufacturer (OEM). Furthermore, Neiva is now leading the way to certifying an Ipanema capable of burning alcohol instead of expensive av gas.

In summary, the Ipanema is a fine machine that makes a good, climbing exit from the field, with a smooth transition back to the field, in a safe and time-respectful manner. It handles as well on the ground as it does in the air. Its systems are top-notch and are well-designed. And, best of all, its pricing is very competitive.

Concorde Battery Corporation Opens Registration for 2023 Virtual & In-Person Maintenance Training Events

WEST COVINA, CA – Registration is now available for Concorde Battery Corporation’s 2023 Virtual IA Renewal Series and the inperson IA Renewal event at Midlands Technical college in West Columbia, South Carolina. These free aviation maintenance training sessions are available to inspectors, maintenance professionals, pilots, operators, aviation professionals, students and enthusiasts.

Virtual Events –

For more information on speakers and to register for a Concorde IA Renewal Series event visit www. concordebattery. com.

The 3rd Annual Virtual IA Renewal Series provides access to 8 hours of maintenance training by prominent speakers worldwide from the comfort of your device. Distinguished speakers teach one-hour courses on Piston, Turbine and Rotorcraft specific topics. Each series runs for four hours over two days and is available in a morning (8 AM – 12 PM EST) and evening (5 PM – 9PM EST) session to accommodate worldwide audiences. Each session is eligible for up to 8 hours of IA and FAA WINGS credit.

The Virtual IA Renewal Series dates are –

Concorde Battery Piston Virtual IA Renewal Series–January 12 & 13, 2023

Concorde Battery Turbine Virtual IA Renewal Series –January 19 & 20, 2023

Concorde Battery Rotorcraft Virtual IA Renewal Series –January 26 & 27, 2023

West Columbia, South Carolina – February 4, 2023

2023 marks the revival of an in-person Concorde IA Renewal Series event. For its 23rd year, the South Carolina IA Renewal will be back at Midlands College in West Columbia, South Carolina. This full day event will take place from 8 AM – 5 PM Saturday, February 4th, 2023. Registration begins at 7 AM. The day will include a catered lunch by Sweet Magnolias of Pelion, SC, door prize raffles throughout the day, and presenters who are eager to interact with you once again. This year’s event includes your option of speakers during hours 2-7 so you may select your preferences.

For more information on speakers and to register for a Concorde IA Renewal Series event visit www.concordebattery.com. Access IA Renewal information by clicking on the 2023 IA Renewal Series graphics on the homepage or through the Training drop down menu.

Concorde Battery Corporation is pleased to facilitate aviation maintenance education for all; IA status is not required.

We look forward to hosting the Concorde Virtual IA Renewal Series again in 2023 and sincerely hope you will join us!

For more details, contact: Customer-service@ concordebattery.com

NEW

STC SA01090DE provides for the installation of Concorde RG-220 batteries in Air Tractors.

The TSO-C173a authorized RG-220 was specifically designed to start PT6 turbine engines. It is built with the same components and features that are proven to optimize current output, maximize capacity and sustain turbine engine power requirements. The RG-220 is dependable season after season.

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Ag Aviation Africa 2022 Conference –Bona Bona Game Lodge

Air Tractor makes agribusiness sense, and this was on full display with some of the best farmers and operators in Africa celebrating their adoption of the aerial application technology with Ag Aviation Africa and the larger community.

Following the high-paced post-pandemic rush of 2022, which displayed the resilience of the Agricultural Aviation Industry and hinted toward a yearning for a return to normal, this year's Ag Aviation Africa conference was no different. A jam-packed three-day aerial application event that saw customers, clients, and

service providers making the annual pilgrimage to Bona Bona Game Lodge proved this case and point.

On Sunday, 18th September, the AAA team welcomed several international guests, who arrived the day before the conference was due to start and had the opportunity to settle in and soak up the beauty and tranquility of the African bush. That evening, guests enjoyed sunset drinks and dinner at Bona Bona's main restaurant, overlooking a watering hole home to a resident hippo and her calf. Guests were also lucky enough to catch sightings of rhinos, giraffes, and antelope grazing in the evening light. ➤

The conference officially commenced on Monday, 19th September, and kicked off early that morning with a calibration clinic conducted by world-renowned industry expert Alan Corr and his wife, Gwen. The August winds were later than usual this year, threatening to wreak havoc on the day's calibration test plans. A steady 20-knot wind, fortunately, did not deter some of the pilots due for calibrations on the first day. Test runs were, however, not possible as the wind component, well above the calibration maximum of 15kts, was relentless. The flying would have to wait; Tuesday's forecast promised better conditions for the pilots and calibration team.

Over in Bona Bona's Olifant conference venue, guests were treated to multiple workshops on Pratt & Whitney products, industry trends, developments, challenges, and more. Francis Marotte, the Customer Engineer from Pratt & Whitney Canada, led the day's workshops with highly technical knowledge and invaluable insights for engineers, pilots, and operators. He provided practical information on general use, maintenance, best practices, and TBO extension programs available for owners looking to extend their engine life and reduce the costs of owning one of these industry-leading engines.

In between the day's workshops, conference guests could visit various exhibition stands, which afforded service providers and sponsors the opportunity to network with potential clients and promote their unique products and services. Sponsors included Pratt & Whitney, Ag Pilot X, Vektor Aviation, TWL Logistics, PilotInsure, Flying Eyes, Investec, Standard Aero, Pratt & Whitney, Air Tractor Inc, AG4, Ag Aviation Africa, and Ag Aviation Flight Academy.

After a full day of learning, networking, and reconnecting, the conference guests made their way to the hangar, where one of the beautiful AT502 XPs was displayed. Bottom lit, with the blood-red African sun setting behind the horizon, this was indeed a spectacular sight to behold. Bonfire beers, brandy, or Six Dogs gin concoctions, if you prefer, were all generously sponsored by Anthony Fay and his team from AgPilotX.

The guests' smiles, laughs, excitement, and chatter were hard to ignore. This was soon to be silenced by Agri-spray Consultants' founder Alan Corr, who delivered another highly informative presentation. With decades of industry experience, it's clear why Alan and Gwen are the industry leaders in this space.

After a classic South African Braai, more entertainment ensued with a fun quiz hosted by PilotInsure's David Le Roux and Frans Smit. The coveted prize, an R4000.00 pair of Pilot Eyes sunglasses, was hotly contested between pilot and engineer and ultimately won by the naturally wiser of these two professionals. Of course, celebrations were not limited to just one clever pilot. The entire conference delegation enjoyed the festivities late into the night – not even Eskom's relentless rolling blackouts could stop the fun!

David Le Roux (PilotInsure), Brent Oosthuizen (ALS), Franz Smit (PilotInsure) and Lehan Viljoen (Flying Eyes)

On Tuesday, 20th September, a select few were up at dawn to capture spectacular sunrise footage. The production company, Man Makes A Picture, was on site all week to capture unique content, conduct interviews, and document the event. Hennie Viviers, the happily willing demo pilot, gave those who were there a show to remember.

Not soon after the low-level turbine trumpeting display, the rest of the pilots began pre-flighting their aircraft, eager to get airborne and test the efficacy and accuracy of their equipment. ➤

With Agri-Spray's extremely accurate instrumentation, there was sure to be nowhere to hide. Pilots being highly competitive (Ag Pilots amongst the most) resulted in an electric feeling of excitement in the air.

Alongside the calibrations, B2B meetings were taking place with key industry leaders, including Casper Botha (Castello Farming), Robert Coleman (Dangote), and Arno Joubert and Gaffie Deale (ALS VS Lugbespuiting), amongst others, being afforded the opportunity to

connect, share ideas, and address any concerns. With Air Tractor factory representatives Jeff Dobbs and Anthonie York present from the United States, there was little to no hesitation in making the most of this exceptional occasion.

The final day of workshops included a presentation by Anthony Fay of Insero Solutions, who discussed the Ag Pilot X product. He explained the simplicity of its operation and its compatibility with any aircraft. A plug-and-play system that integrates aerial navigation and

application tracing on an iPad - AgPilot X is destined to be a game changer in the future.

Franz Smit of PilotInsure, spoke to loss of license cover and other products aimed at eliminating potential risks in a high-risk environment.

David Minty from Investec touched on aircraft financing options specifically catered and individually designed for each client. Offering longer terms, flexible structuring, and committed service over lifelong relationships.

David Minty - Investec

In concluding the workshops, the AAA team, led by CEO Matt Kritzinger and COO Graham Wells, left an inspirational message on their commitment to a grand vision of accelerating the adoption of aerial application throughout Africa, providing technological solutions to a hunger crisis on the African Continent.

Graham Wells –AG Aviation Africa

Matt Kritzinger –AG Aviation Africa Ted Whitton of AG4 exhibited the extent of this technological progress with a fully integrated e-commerce platform walk-through and demonstrations on the potential for VR applications in the training field. ➤ For

DFE Charlie Marais gave an inspirational talk on the current state of industry training and development. He pointed to pertinent stats on accidents and incidents in South African Aerial Application. The data suggests we are facing a significant lack in training new, low-time recruits and a lack of recurrent procedural training for the highly experienced, high-time pilots. An exciting talk that hopefully motivated the need for more collaboration and less competition among the pilots of this highly specialized sector.

Further information regarding Ag Aviation Flight Academy (AAFA) was also shared. AAFA is an aerial application school for aspiring and existing Air Tractor pilots. After focusing on Ag and firefighting, AAFA has invested in Africa's first Air Tractor, a complete replica Flight simulator (Currently used to improve operators' insurance premiums and conduct renewal training for existing pilots). Once fully approved, AAFA will offer an alternative option to the costly European or American annual renewals. Charlie Marais – AAFA

After two full days of workshops, all were eager for the formation fly-by and firebombing display. World-class pilot, Johnie Smith, led the six-ship formation in his immaculate C180. An additional five Air Tractors flown by pilots Hennie and Steve Viviers, Berno Du Preez, Brent Oosthuizen, and Lukas Genis provided the cherry on the cake. They delivered an exciting and extraordinary show for all in the stands. The pink dye, remnants of the spray calibrations conducted

during the day, seemed to enhance the already striking visuals of low-flying aircraft with roaring turbine formation.

The conference was officially brought to a close with a gala dinner on Tuesday night. Guest we treated to a buffetstyle dinner, accompanied by a superb live performance from the highly entertaining Shandor Potgieter. Air Tractor Representatives, Jeff Dobbs and Anthonie York, presented on behalf of ATI, sharing prevailing trends and challenges, such as an ever-increasing demand for these machines.

They also shed light on the significant role the current international geopolitical situation plays on global supply chain issues and, in addition, discussed pertinent Service Bulletins and specific findings relating to owners' and operators' experiences.

Anthonie York (Air Tractor), Graham Wells and Matt Kritzinger (AG Aviation Africa) and Jeff Dobbs (Air Tractor)

The feedback from conference attendees was extremely positive, and it was clear that this year's event was a resounding success. As Ag Aviation Africa progresses from strength to strength, it intends to push our industry forward. We are reaching beyond the realm of just aerial application and working towards improving the lives of every participant in feeding the hungry - everyone from farm to fork.

Time. It seems to tick faster and faster as seasons pass. After facing a combination of both high disease pressure and commodity prices this year, growers were racing to schedule aerial fungicide applications. While this can be good news for businesses, it also means aerial applicators are working with limited time and resources on top of limited fungicide application windows.

What if they could get some of that time back and add acres to their season? Veltyma® fungicide offers an expanded application window, giving applicators additional time to fly over more acres, service more growers, and ultimately be more profitable.

Veltyma fungicide provides an additional two weeks to work around weather, navigate on-farm challenges and manage busy schedules. With Veltyma fungicide’s Revysol® active ingredient, growers can rest easy knowing that even though they’re applying earlier, they will still have effective residual disease control.

With Veltyma fungicide, aerial applicators can encourage their growers to book early. The longer they wait to apply a fungicide, the closer they move toward an environment that is conducive to disease development. Once corn reaches five feet in the V10 to V12 stage, it is ready to be treated with Veltyma fungicide and protected from disease. Taking advantage of an extended application window will help you to cover more acres while still providing long, residual disease control and yield protection.

Visit veltyma.com or contact your local BASF representative for more information.

More acres covered also means less plants affected by disease. Growers who take advantage of earlier application windows are also proactively taking steps to help protect the health of their plants, as a plant can be infected up to 19 days before the disease is visible to the naked eye.

Veltyma fungicide is powered by a unique active ingredient, Revysol fungicide, the first and only isopropanol azole on the market. Revysol fungicide delivers broader, stronger, and longer disease control. The unique molecular structure provides stronger binding, rainfast performance and excellent efficacy.

Now that harvest is wrapping up and planning for next year is underway, it is time for aerial applicators to start talking with their growers about how using Veltyma fungicide can benefit their fields. An expanded application window means treating more acres, and helping their growers beat disease and produce a healthy, high-quality crop.

Applications of Veltyma fungicide can help protect crops if disease strikes. And if it doesn’t, growers can still improve yield potential since Veltyma fungicide’s proven Plant Health benefits combat environmental stressors and help growers yield their best, even in the absence of disease. By taking advantage of that precious extra time and planning in advance, growers can get every bushel they deserve.

Veltyma® fungicide’s early application window helps you, and your farmers, get everything you deserve.

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Ag Cat

1977 Ag Cat G-164B, N6699Q, 64-gallon fuel, R985 engine, Airframe 12,000+ hours, Engine 1,300hrs+, Engine Compression all cylinders 70/80 psi, 25”

Swathmaster spreader, Factory spray system, Propeller Hamilton Standard 2D30 / AG100-2, Prop balance in 2021, Satloc GPS, $45,000, Contact Wayne at Lake Air Service 337-7893529

1975 Ag Cat G-164B, N8834H R1340, TT 7266+ SMOH 227+ TT3653+ Super clean beautiful Ag-cat. Fresh annual, 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. $175K 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. $220K. Call 509-520-8267

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/

Air Tractor AT-301

1962 Ag Cat, light frame, 625 hrs since total rebuild. Extended wings, 625 SMOH Covington R-985. 625 SMOH Ham Standard Prop. Stainless spray system, electric fan brake. Very clean, wellmaintained classic Ag Cat. $115,000 563-880-9641

1975 Grumman Ag Cat 164A, Driven NaN miles, P&W 985 450hp TT 10,954, SMOH 559, SATLOC Bantam, CP-11 Nozzles, Smoker, bottom load fuel, Weath Aero fan, Has speed ring. Good airplane, times will go up until purchase. Price reduced to $73,000 256-590-8030

Ag Cats In Progress - S/N 566B AgJet TPE-Turbo SB+, 400-gal/120fuel, hi & heavy, TST, 25/38” TL, New Prop/YOUR Engine, $295K, S/N 349B Mills PT6-Turbo B, 350-gal/115-fuel, Std. Gap, New Prop/YOUR Engine, $245K. Both perform/look LIKE NEW! 870-8862418/2489F 870-759-1692 Cell. AgCat Sales & Service since 1971. frank.kelley@ag-cat.com

1981 AT-301A, 11,430

TTSN 851, SMOH 851

SPOH Tulsa R-1340-61

Geared Engine w/ 12:1 Blower. Really Nice & Ready to Work! 23D40 Prop w/7005A blades, Collins A/C, EGT, Bosch Mags, Chip Detector, Spin-On Oil Filter STC, Lane Fan & Brake, 29X11 Tires, 38” Gate, New Throttle Quadrant, SATLOC M3 w/ upgraded lightbar, 40 CP-09s w/AFS valves, SSF Latches, 3 Gal Smoker, All Metal Tall Tail w/ SL196 (no AD!), Turn Windows, Tinted Glass, Com Radio, Dig Tach, CropHawk 7B, John Herr Refurbed Hopper & Door, ATS VGs, Spreader, 126 Gal Fuel. April Annual. Hangared in WY for the last 13 years. Some Spares with Sale. $70,000 OBO 307-331-9147

1996 Super B Ag Cat6800 TTAF with Fresh Annual, TPE 331-1 with Fresh HSI, GBI, and Compressor Section, 2100 SPOH. Factory 115 Gal fuel with Bottom Load Dry Lock, 400 Gallon Hopper, SATLOC Bantam, SS Booms, Weath-Aero 5 Blade Pump, CP-11TT Nozzles, Swathmaster Spreader, Metallized Wings, Aileron and Elevator Servo’s, Fabric on tail in good condition (Airtech Process), Automatic Flagger, Cockpit bleed air heat, Tinted windows, 29” Tires, new batteries. This is within the last handful of Ag Cats built and has been well maintained. $315,000 message or call Seth at 541-969-2062

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

Ground up Super B AgCat rebuild Firewall aft complete aircraft. This does not include the power plant or engine STC. The estimated completion date is April 1st. This is as close to a new AgCat complete airframe out there. 400-gallon hopper, Long Range Fuel, Raised Wing, Heavy Gear, and Tail Spring. $355K Call Storm Aeronautics for details 402-367-3213

Export Special: G164A+, Fresh AmAg REPAIR w/factory jigged frames, New 335-Hopper, Ext’d/ Metal Wings, 80-fuel, 24V w/ Strobes, E-Servo, GAAC Hybrid Combo, Smoker, Oil Filter, Reassembled w/new hardware, Ready for 1000 hr. service-run. $69K & Your R1340 E&P. CofaW4Ex included. Flyaway or your container. AgCat Sales/Services since 1971, 870-886-2418/2489 Fax, 870-7591692 Cell. frank.kelley@ag-cat.com

Special Price for Super A+600 “Queen Cat”. 350 Hopper, TLand 25” Combo, 80-Fuel, B-Cockpit, TST, Zero AF & E&P! Be smart, fly safe, do better work! Bank on 4-wings! List $289K, reduced to $199K. 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

Location: Pullman, WA scott@ cacaircraft.com

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

1986 AT-301, C-GAXT, S/N 301-0651, TTAF 6715.8, TTE SMOH 807.2, P&W 1340-S3H1, Hamilton Standard 22D40 TTSO 456 Due 12 May 2025. AT-401 Gear and Wheels. Dyna Nav AirAG Guidance, Smoker, CP-03 nozzles. Annual due 30 June 2022.

$98,000 USD. Parkland Aerial Applicators (204) 647-2731, Manitoba, Canada.

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

AT-401

1991 AT-402A, 6800 TTSN, PT6A34AG, 1825 SOH, 0-SHOT, fresh spars, Bantam/flow, Hatfield S.P., Com, Reabe hopper gauge, Reabe canopy, S.S camlocs, AMSAFE harness, CP’s, smoker, electric brake. $656K. No Trade Call 309-759-4646 Farm Air Inc.

1995 AT-401B, N6000Y, WALTHERS 601-11E, TIMES TTSN 7562.0, SMOH 916.5, SPOH 421.8, Wings Rebuilt Last October for time limit SB, BOOMS: Aero Flow System AFS extended life coated booms and Y strainer airfoil with CP nozzles, Bantam G4, Main landing gear 8.00X10 tires, Smoker, Storm wire cutters, Hopper rinse tank, Single point fuel fill, 2” dry brake for loading product, Long range tanks 120 gallons. $395K Call Neal Aircraft at 806-828-5892

2014 AT-402B, N305LA

Well Maintained Single Owner Aircraft. This aircraft has served the current owner’s business well as a reliable revenue-producing aviation asset. Some of the specs and features include: TT 2500, TSOH 6437, PT6A-34AG - Time since light OH by Covington 2377, SATLOC GPS Litestar 2 GPS, Auto Cal Flow Control, Reabe Hopper Gauge, Lane Electric brake and fan, Smoker. Well maintained. It has never been used for spreading dry fertilizer. One-owner aircraft! $600,000 For more information, contact Rion Stephenson 480-559-2515 Rion@RockyAviation.com or Dustin Stephenson 816-935-8335 Dustin@RockyAviation.com

1991 AT-401/402, TTAF 4650, no damage history, Walter M601E-11 2300 hours SMOH, need ADs complied with, Avia prop 900 SMOH, very good flying, and clean aircraft. Would sell airframe only. $140,000 563-880-9641

1994 AT-401, N9197V, Walthers 601-11E, S/N: 401-944, TTSN 9599.5, SMOH 373.2, SPOH 64.4, Stainless steel booms and Y Strainer airfoil with CP Nozzles, Right boom shut off, Bantam G4, Main landing gear 8.00x10 tires, Smoker, Storm wire cutters, Hopper rinse tank, Single point fuel fill, 2” dry brake for loading product. $390K. Call Neal Aircraft at 806-828-5892

AT-402

2011 AT-402 -34, 2900 TT, Fresh annual, Bottom fuel, Heat and Air, Bantam w/Intelliflow, Northern plane since new, no fertilizer, Lane brake. Really nice and excellent flying plane, but I have no pilot to fly it. Pics are available upon request. Call Rod at 701-321-0767

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.

2012 AT-402B, N402Z, PT6A-34AG, TTAF: 4,355hrs, TTE: 4,355hrs, Single windshield, Prop TSO: Zero Time, Spars Caps Due: 5,445hrs, SATLOC Bantam and IntelliFlow, Lane Fan and Brake, CP-11 Nozzles, CP Check Valves, TL SS Booms, Hartzell Prop, Garmin SL40 radio, Stratus ADS-B Out, Right-Boom Shut Off, Smoker, AMSAFE, SPFS Hose-Style, Hopper Rinse, New tires, and brakes. Fresh annual in April of 2022. $650,000 Contact North Star Aviation and ask for Steve or Mike. 620-356-4528 Mike@northstarav.co

1992 AT-402A S/N

402A-0855 N1534D, PT6A-15AG. TTAF 9498 New wing spar by George’s in 2016 at 7388. TTE 4600, 962 SHOT. Propeller 325 SIRAN, 4030SOH. Bantam w/Intelliflow II. Stainless booms w/CP11. Reabe Clear Canopy, Fast start, Garmin GTX335 ADSB out, PAR200A comm, Hatfield Single Point, Dynon D3 pocket Panel, Harbor AC, AmSafe Airbags, Lane brake, LED lights and SS camlocs. NDH and all logbooks. One owner since new. $410K 515-961-4026

1996 AT-402B, N60998, TTAF 7166, PT6A-15AG, TTE 10,253, Load Hawg, Heat & A/C, Comm Radio-Hand Held, Wing spar due at 8,200 hrs. - 1,034 hrs. left, Light Star SATLOC, Eddy Current due at 7787 TT, New rear spar attach bolts due at 7551.1 TT, Bottom load fuel, Boom w/CP03 Nozzles, Annual 1/1/22. See spec sheet for more details. $425K Mid-Continent Aircraft, Hayti, MO, 800-325-0885 www.midcont.net

AT-502

2012 AT-402B, N3011S, PT6A-34AG, TTAF: 2,857hrs, TTE: 2,857hrs, Prop TSO: Zero Time, Spars Caps Due: 6,943hrs, SATLOC Bantam and IntelliFlow, Lane Fan and Brake, CP-11 Nozzles, CP Check Valves, TL SS Booms, Hartzell Prop, King 196 radio, Stratus ADS-B Out, Right-Boom Shut Off, Smoker, AMSAFE, SPFS Hose-Style, Hopper Rinse, New tires, and brakes. Fresh annual in May of 2022. $675,000 Contact North Star Aviation and ask for Steve or Mike. 620-356-4528 Mike@northstarav.co

2010 AT-502B, 694SV TTAFE 6880 hrs 280.1 since Hot Inspection by Dallas Airmotive, 280.1 since IRAN on prop, Garmin radio, and ADSB out transponder, 560 Aera GPS with GDL 39 for ads-b in. Reabe hopper gauge, heater, 100% all brand new AC parts in 2021. Price reduced to $550,000 Call Brad at 210-265-9594 or email brad@libertyflying.com

Get Serious About Selling

Classifieds Starting at $19.99 478-987-2250. Fax: 478-352-0025.

2021 AT-502XP - One owner and only owner flown. Looks like a new airplane. 550 hrs. TT engine & prop, No damage, Bottom load fuel, Bantam w/Intelliflow, Heat & Air, radios, Lane brake, no fertilizer. Annual w/the sale. Need to sell one of two aircraft due to no pilot. Pics are available upon request. $1,250,000 701-321-0767

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.

1994 AT-502B, N252LA, S/N 502B-0252, TTSN–12,214.0, Wing Spar Time Remaining: 5174.5, Pratt & Whitney PT6A-34AG S/N PCE57498, TTSN– 11,791.0, TSHSI–117.0, TSIRAN– 1,914.0, PROPELLER: Hartzell HCB3TN/3C –T10282NS+4, TSOH– 117, Single Cockpit, 2-inch spray system, Streamlined drop boom system, 38 nozzles, SATLOC Bantam, Smoker, 2” bottom load valve, Transland special 38” gate, CP spray nozzles, 500-gallon fiberglass hopper, Lane fan & brake, Pump shut-off valve, 29x11 tires and wheels, Dual 3 piston brakes, 3-blade constant-speed reversing, Hartzell propeller, 250-amp starter generator, Electrically operated high lift flaps with aileron droop, Night flight package –strobes, nav, inst., Nose-mounted landing lights, 170-gallon fuel tanks, Turn windows, Windshield wiper, and washer, Ground start receptacle, Electric turn coordinator, Fiberglass wing fairings, Hoerner wing tips, Fuel filter warning light, Hopper rinse tank, All-metal empennage, Transland 10 vane spreader. SALE INCLUDES FRESH HSI & ANNUAL $465K Contact Sam Ellett at sam@nor-wes.com or 318-272-6773

1996 AT-502A, N60707, S/N 502A-0347, TTSN: 12,939.90, SPAR

REMAINING: 3300.00, ENGINE: PRATT & WHITNEY PT6A-60AG, S/N PCE-RG0003, TTSN: 10,070.4, TSHSI: 474.4, PROPELLER: HARTZELL HC-B5MP-3C/T10282+6, TSN: 3913.00, TSO: 1226.60, Single Cockpit, 3” spray system, AFS aluminum booms, 48 nozzles, Drop booms, SATLOC Bantam with IntelliFlow II, Smoker, 3” bottom load valve, Single-point refueling system, 5-blade adjustable fan, 500-gallon fiberglass hopper, Lane fan & brake, Transland 38” gate & high flow pump, Pump shut-off valve, Wingman hopper loading system, 38-gallon rinse tank, 29x11 tires and wheels, Dual 3-piston brakes, Electrically operated high lift flaps, 250-amp starter generator, 216-gallon fuel tanks, Strobe lights, 600-watt retractable night working lights, Nose-mounted taxi lights, Turn lights, Turn windows, Windshield washer and wiper, Cabin A/C, Bleed air heater, Fuel flow meter, Outside air temperature gauge, Electric turn coordinator, Hoerner wingtips. SALE INCLUDES FRESH HOT SECTION INSPECTION AND ANNUAL $650K Contact Sam Ellett at sam@nor-wes.com or 318-272-6773

2018 AT-502XP, Clean northern airplane, 1940 hrs. TTAE & Prop, Currently in Annual, Main engine bearings replaced 140 hrs. ago, zero time since prop IRAN, 0 time since hot section done by Covington, Bantam GPS w/IntelliFlow, Load Hawg, Bottom Load Fuel, Good tires. Pics are available on request. Need to sell one of two aircraft due to no pilot. $999K Call Rod at 701-321-0767

1988 AT-502, N1006Y, Hobbs: 2550.6 Air Frame TT: 10,516 (Wings Due In 6862.6 Hours) Engine TT: 17,378.6 hours PT6A-27 (Fresh HOT Section Inspection) Engine Time Since Major Overhaul: 5346.9 Extras: Turn Windows, Split Panel, 3-piece windshield. $373,000 Call Dain Guetersloh at 806-535-8560

2014 AT-502B, N512MP, 5898 Total time, VG’s, Storm shield, storm cutters, SATLOC G4, Intelliflow, Radio & transponder. Asking $640,000 Call Scott with questions at 830-275-9845 or email howzeflyingservice@gmail.com

2013 AT-602, N3044F, 65 AG, 4500.3 TT, G4 w/flow control, 10” hydraulic gate w/Vonderan controller, fast start, single point fuel Wingman, 10 vane Transland spreader, spray booms w/CP03, drop booms, dual bottom load, smoker, electric fan brake. HSI 3205 hrs. One owner since new, great history & maintenance record, hangared. $825,000 Call 870-489-2855 (voicemail or text). fbfsllc@gmail.com.

2009 AT-602, N602MW, 8/2022 Very extensive annual, TTAE 5175.7, No damage history, PT6A60AG, Time HSI 4427.6 1/10/20, Starter Gen IRAN 8/2022 Fresh, Hartzell HC-B5MP-3 propeller, TS IRAN 8/2022 fresh, T.T. on Landing Gear: 2,205.2, T.T. Since Spar Caps 1,324.3 Hrs. Remaining. The Main Gear & Tail Gear was replaced at Hobbs: 2,970.5 See spec sheet for more details. Mid-Continent Aircraft, Hayti, MO, 800325-0885 www.midcont.net

2012 AT-502B, N507HB, 4390 TTAF, 180 Since FCU OH, 180 Since fuel pump OH, 180 Since HSI, Ag Pilot X with flow control, single point fuel, stainless booms, CP-11 nozzles, AFS check valves. $710,000 Call Neal Aircraft at 806-828-5892

2013 AT-502B -34 - Clean well maintained Nebraska airplane. No Corrosion. One owner since new. 2116 TTEA, 4-blade Hartzell, SATLOC Bantam with G4 screen and Intelliflow, Hatfield, CP-11, Kawak throttle quadrant, Led nose lights. Call for price. Waylon Woods, $860K 308-224-6283.

2006 AT-602, N41588 S/N 6021143, PT6A-60AG S/N PCE-RG0116, HC-B5MP-3C S/N EVA2884, 4175 Hours Hobbs and Total Time (August 2022) Annual done February 2022, HSI done at annual at 3931 Hours, FCU new in 2016 at 3477 Hours, Prop IRAN in 2012 at 2325 Hours, Storm Shield Windshield, G4 with Intelliflow, Reabe Hopper Gauge, Com Radio, Dynon Attitude Indicator, NEW Factory AC System, Kawak Throttle quadrant. $670K Located in Holdrege, NE Call 308-991-3432

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AT-802

2020 AT-802A, N8007X, TTAE 1595, 1595 Hobbs, Vondran Gate, G4, Wingman. $1,595,000 Call for details 870-510-6882

1999 AT-502B, N73070, PT6A-34AG, Hartzell Prop, Hot section Inspection 2,259hrs, 200hrs since last inspection, Hobbs: +/- 2,400hrs, Prop IRAN 2,259hrs, Fuel Control repair +/- 600hrs, CP-11 Nozzles, S/S booms, 25” Transland Gate, 25” Swathmaster spreader, Factory heat & air conditioning, SATLOC GPS w/Intelliflow. Make an offer! Contact Wayne at 337-789-3529

2012 AT-502B, TT engine & airframe: 5357 hrs., hot section at 3735 hrs with fuel control, bleed air, low & high pressure pump, prop governor overhauled at that time. New paint at 4600 hrs. CP flat fan nozzles, 12 vane SSF spreader. Prop Iran at 4600 hrs. Price reduced to $690K OBO Contact: Dwayne Bebee at Riceland Aviation in Jennings, LA at 337-824-1567 or 337-224-9918

AT-602

2000 AT-602, PT6-65AG, TTE 983 hrs. since major rebuild by Prime Turbines in 2021, Prop TT-725 hrs. since IRAN, 5 new blades installed at IRAN, TTAF 11,055 hrs., G4 Hemisphere, hydr. var rate wet & dry, ADSB-out, Laser Altimeter, Com radio, private radio hookups, Pump, booms, spreader. Selling as is. $560K Call 662-292-7541 or 662-363-1461

2016 AT-802A -65, N8011N, TTAE 4343, No damage history, Annual completed by Frost and R.T. Turbines on 1/2021 at 3235 hours - totaling $357,301. $232,000 worth of engine work. Wingman, G4, 7 1/2 inch manual Transland gate. Call 870-510-6882 for details. Asking $1,195,000

1994 AT-502B -34, N394LA, Clean, great flying 502B. 9000 TT, 815 SHOT, 3800 SLOH, new wings, new 4-blade prop. SATLOC Bantam with G4 screen and Intelliflow, Reabe hopper gauge, side load fuel, Kawak throttle quadrant. Storm cutters and windscreen. $495,000 Call Waylon at 308-224-6283 or email at waylon@woodsaviation.com

2005 AT-602, N4196K, PTA-60AG, 7920 TT, 0 SHOT, 0 SIRAN on Prop by Stallings, New CT blades by RT Turbines, Inner and outer liners repaired by Turbine Weld, Fresh annual 10/18/22, Wing AD done at factory 10/24/18 at 6340 hrs., Plane repainted April 2019, Bantam with G4 Screen and flow control, CP11’s, Cascade Inlet, Hatfield fuel system, Storm Shield, Storm Cutters, KAWAK quadrant, LED strobes, Custom Air tailwheel, Swathmaster Spreader, Ready to work. $750,000 870-659-2153

1998 AT-602, N5086H, PT6A-60AG, 8800 hours TT, New wings, AFS booms with vortices shutoff, Ag PilotX, ADSB in out Garmin 345, Par200a radio, Storm cutters, Hot section at 8000 hours. Clean west Texas plane runs cool with low NG. Good flying plane. $550K Call Travis at 701-361-5695

2011 AT-802A, N6011C, 67 AG, 4690 TT, G4/flow control, 10” hydraulic gate w/Vonderan controller, fast start, single point fuel, Wingman, 10 vane Transland spreader, spray booms w/CP03, drop booms, dual bottom load, smoker, electric fan brake. HSI/CT blade replacement 4037 hrs. One owner since new, great history & maintenance record, hangared. $1,000,000 Call 870-489-2855 (voicemail or text). fbfsllc@gmail.com.

1998 AT-802A, Aircraft Total time 10,535, PT6-67AG Total time 3,860. Time since Hot section 561, Prop Total time 3,860, 1542 since Prop overhaul. Has a fresh annual. $675,000 agaviationinc@gmail.com

2011 AT-802A-0415, TT 5,803.0 Hrs., wing spar life remaining 5,897.0 Hrs. No engine. $298,000. Call Rick Stone 772-461-8924 Cell 772-971-6416

2000 AT-802, 5300 TT, 2300 since Factory Reman O SHS PT6A-65 AR, Fresh Annual. Price reduced to $765,000 OBO. Call Bennett McMillian at 870-672-2012

1974 Cessna 150, N3011V is a nice Cessna150M that flies straight and true, and even though the engine is over TBO, it still runs strong. This aircraft would be a good time builder. 5470 TT, CONTINENTAL O200A, SMOH 2100, Cessna MX300 Nav/ com, Narco AT-50 Transponder With encoder, Two place intercom, Annual Completed: 5/25/2022 $40,000. Call Danny at 573-359-0500

1999 AT-802 -65, 7.5 Gate, G4, Flow Control, Wingman, 9400 TTAF, 7900 TTE. $650,000 For more information, call Neal Aircraft at 817-791-2375

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

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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.

Cessna

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

1974 Cessna Ag Wagon, 2646 TTAF, Recent factory reman low time airframe. 51.0 hrs since factory new engine, O-470. $90,000 Call 785-738-7437

Piper

1976 PA 36 SUPER

BRAVE 400 HP - 3965 Total Time, 66 since Overhaul engine, 66 since IRAN Prop, 4040 hours remaining on wing spar caps, 275 gal hopper, Agrinautics pump and fan, dropped streamlined booms with CP nozzles and check valves, 2” left side load, extended wings, 90 gal fuel with new fuel cells, crop hawk, automatic flagger, pistol grip, nav/strobe/ instrument/landing/taxi and night working lights, left entry step, good paint, tires and glass. Price reduced to $185K or OBO. Contact Johnston Aircraft Service at 559-686-1794, info@johnstonaircraft.com or visit our website at www.johnstonaircraft. com

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, 800-325-0885 www.midcont.net

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

Thrush

1975 Thrush S2R, Refurbished and converted to Walters turbine in 2007, Airframe 10559 TTSN, 424 hrs left on spar caps, 205 hrs since eddy current, 500 gal tank, Storm shield, new tail spring in 2017, Air Conditioner, Reabe hopper indicator, Annual March 2022. M601E11 engine TTSN 7805, TSOH 2677, AD2020-1504 (outlet system) due August of 2025. 300 hr inspection by TAE January 2022. ND aircraft. $80,000 Contact Brian 701-486-3414

1973 Thrush S2R, TTAF 10,100 hrs., Walter M601-E11 0.00 SIRAN, Avia V508EAG Prop 0.00 SIRAN, March 2022 annual. 2700 hours remaining on Wing Spars. 1000 Since Eddy Current. Metal Tail, Harbor AC, Smoker, SATLOC Bantam w/G4 screen, Single Point Fuel, CP flat fan nozzles, AFS Check Valves, Transland Pump with electric brake, Shadin Fuel Flow, New Tires, and New Front Windshield. $275K Call John Lott at Souther Field Aviation at 229-924-2813

Brand new 2022 Laviasa

PA-25-235 Puelche. Ready to ship or fly. SMOH 0.0 hrs. TT 0.0 hrs. Lycoming O-540-B2C5. 1A200/ FA8452 prop. 180 gallons hopper and complete spray system. 53 gallons center fuel tank. Contact Aravia S.A. at +54 11 5273-2224 or visit our website http://www. aravia.com.ar/

1995 S2R-G1 SN: G101, N3298N, Current Hobbs 3241.4 “add 2534.6 for

Total Time Airframe”. Wings: 664 Hours L/H, 707 Hours R/H since new factory spar caps CK-AG-29, SB-AG-34, SB-AG-41, SB-AG-41,196 Gallon Fuel, Winglets and Vortex Generators. Engine: TPE 331-1-151A/Super 1 SN:P92162C,3241.4 Since CAM, 707 Since Gearbox and Level III Prop Strike Inspection, 707 Since Starter Generator OH, 0 Since Hot Section Inspection, Updated component time/cycle sheet on request with TAE. Propeller: HC-B3TN5M/T 10282N+4 SN:BUA33392, 707

May 2023 510P2 Slot available through ASI! Currently a Single Cockpit Base model equipped 510P2 with PT6A-34AG motor. Choose your options! Trades considered! Photos are file photos. ALL specifications and information 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!

2013 S2R-H80 Thrush, N3046NAirframe only! 3600.0 TTAF Make an offer, very motivated! Mid-Continent Aircraft, Hayti, MO 800-325-0885 www.midcont.net

PT6A- 140AG 867SHP STC Kit for THRUSH 510P & 510G AircraftComplete Firewall forward bolt-on STC kits for the 510G and 510P. Thrush model aircraft. Contact Cascade Aircraft to secure the 867SHP certified upgrade STC kit for your THRUSH 510 aircraft. www.cascadeaircraftconversions.com info@cacaircraft.com 509-635-1212 or 800-716-2550

1966 Piper PA-25-235, N4484Y, TTAF 3513.0, Lycoming 0-540-B2B5 SMOH 780.0, Bantam GPS, Intelliflow, Smoker, Spreader. Very clean Western airplane. See spec sheet for details. $120,000 Mid-Continent Aircraft, Hayti, MO, 800-325-0885 www.midcont.net

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Read By More Ag Pilots

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Since New. Airframe: Herr Hopper 480 Gallon, Hatfield Single point fuel and 6.00 X 6 tailwheel, Kawak: Hyd. Spray system, Hyd spray valve, Hyd Air conditioning, Battery Box, Fast Start 48-volt system, Cool Seat, Garmin SL40 VHF, Garmin GTX320 (Needs check per FAR 91.413) AK-450 ELT. Spray System: AG-Nav connected to Auto-Cal flow control system, Hyd-driven pump, dropped booms with CP11TT nozzles, Transland Spreader. For additional log books and specs go to https://www.dropbox.com/scl/fo/ rg64894o87gghz6v15tlh/h?dl=0&rlkey= 7r7d42t3xgeiaiqrg8wcrm72n

1974 Rockwell S2R-600 Geared 1340, AFTT: 7,785hrs, Engine TSMO: 960hrs, 485 TS Master Rod Process, Prop TSO: 150hrs, SATLOC Bantam 9” Screen, SATLOC IntelliFlow, Single Point Fuel, Smoker & Flagger, Collins A/C, New SS Pump, New Fan Brake, New Fan, SS Booms and more. $165,000 Contact North Star Aviation and ask for Steve or Mike at 620-356-4528

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 701-489-3558

2023 Thrush 510P, Make offer! Mid-Continent Aircraft, Hayti, MO, 800-325-0885 www.midcont.net

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

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Weatherly

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Aircraft - Other

1998 Citabria - American Champion 7GCAA, 185 Hours Since New!! No damage history, Garmin GNX 375 ADSB Transponder/GPS, Garmin GTR 225 Com. Like new, in and out. Currently in annual inspection. $135,000 Pat: 956-873-2992

1938 Boeing A75N1(PT17), N54284, TTAF 6080.7, R985-AN14B, TTE 520.4, Annual 6/2021, Garmin SL-40COM, Garmin GTX 327 TXP, PS Engineering

PM-1200, Installed Oilmatic Pre-oiler, Installed Airwolf remote oil filter, Smoker, Speed ring, total fuel 56 gallons, Redline brakes, Garmin GDL 82 ADSB-OUT. Call MidContinent 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

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Helicopters

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Engine - Piston

Special R1340 Offer: 0 SMOH Tulsa Delexe w/new pistons. Includes OHC Carb/Mags/New Plugs. $66K and get it today. 870-886-2418/2489F, Cell 870-759-1692 Carb gravity or pres. frank.kelley@ag-cat.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. 850-6751252, 850-380-7268, 850-3806091.

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 661-257-7708, Fax 661-2577710 or email info@sunairparts.com

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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

Engine - Turbine

GE M601 E-11, TTSN 2298, TSOH 1775. Engine is unairworthy due to AD2020-15-04 (outlet system) and AD 2020-15-03 (PT disk replacement). Engine needs a fuel pump. Some accessory components have more time than indicated. Make an offer. Brian 701-486-3414

PT6A-34AG PCE-57373 For Sale/ Exchange - TSN: 514:33 CSN: 373 Fresh repaired light overhaul. See spec sheet for details. Call or email Sujan Ghimire for more information at 925-699-7246 SUJAN@ NATIONALAEROGROUP.COM

PT6A-34 PCE-RB0139, TSN 2394.9, FSN 2628, SCN 264.4 For pricing call Paul at 305-825-2001 or email preeves@jsamiami.com

PT6A-34AG Exchange Engine, Part Number 302088, Serial Number PEC-RB0343. Available for immediate delivery. PT6A rotating component service life record is in the pictures. Contact our experienced sales team today at sales@ taeaerospace.com or visit our website, taeaerospace.com, to find out more about our extensive PT6A services.

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

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 SafeTransition 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 23047-007, 25 Hours Since Overhaul, Beta Tube Included. $177,000 Call Lynn Johnson at 701-360-5966 or 701-352-3700

(3) PT6A-34AG Engines For Sale, TSO’s 0.0. Visit our website for spec sheets. Or call or email Jay Streb at 812-877-2587, jay@ turbinesinc.com

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 (AT401-402) $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

Zanoni Equipment Atomizers in stock and ready to ship at Turbine Conversions, Ltd in Michigan. High quality, stainless steel, tested, proven, and US operators are loving these atomizers. Contact Mark@ turbineconversions.com for more info. www.turbineconversions.com

Equipment - Parts

For sale: Trotter Controls computerized fire gates (4) FRDS GEN I and (1) FRDS GEN II, (2) GEN I available immediately, and 2 GEN I and 1 GEN II available spring of 2023. All systems are complete (less the wire harness), asking $250K for all (5) or $65K each. Systems were removed operational to upgrade to the GEN III system. Please contact Mario at 506-261-5023

Fire Gate Hatfield Hydraulic Drop Door, USFS / BLM approved, Fits Thrush, Dromader, can be adapted to Air Tractor 502 or 802, excellent condition, with streamlined fairings, all controls included. $5,000 Any reasonable offer accepted! Needs to go! S.E.A.T. program is expanding. Pilot/contractor training available. Call 530-345-9919

Vondran Hydromax Fire Gate - One year old. $60,000 Call 409-656-5998

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 204-856-9422

Equipment - Pumps

65113 Agrinautics Hyd. Pump - Used $600 Call Peg at Sky Tractor 1-800437-5319

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. $3,900 870-930-5729

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.

Equipment - Spreaders

Transland spreader 25” 9 vane stainless, slimline, like new. $1,500 USD Call 863-467-4000

10 Vane Transland spreader, new in the box. Part #23537 $12,160.31. Contact Rick Stone at Southeastern Aircraft Sales & Service at 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 10 vane spreader for 38” gate, new, $11,000; Lane Aviation 281-342-5451 or FAX 281-232-5401

Equipment - Support

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 - SATLOC

2 Year Old SATLOC G4 GPS System for sale, like new. Also have various used GPS systems. AG PILOTX DEALER. $13,000 Call Tanner J. Sotvik at DEVILS LAKE AERO SERVICE 701520-0229 or 701-662-4416

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

Help Wanted

Two Pilots Needed in North Dakota - A 2018 AT-502XP pilot is needed. The pilot last year covered 122,000 acres and an AT-402-34 pilot. Experience is needed but will get work. Must be able to travel some. For details, call Rod at 701-321-0767

502A Pilot needed in the Texas High Plains for the 2023 season. Well run operation with good equipment. Herbicide experience preferred. Lodging provided throughout the season. Bigger fields and shorter ferries. Contact brandel@ frischefertilizer.com 806-340-4775 tj@ frischefertilizer.com 806-930-4946

Bighorn Airways, Inc. in Sheridan, WY is seeking an experienced helicopter applicator pilot. Minimum of three season spraying and 1500 hours of helicopter spray experience. Full-time position located in the Rocky Mountain Area. Jet Ranger & L-3 Equipment experience is a plus. Bighorn Airways is a growing company and there is huge potential for a candidate who is willing to be flexible and shows a high degree of versatility. Please provide references with your application. Apply at https:// bighornairwaysinc.bamboohr.com/ careers/45?source=aWQ9MTM%3D

TracMap, Aviation Sales Manager –Western United States. TracMap is a GPS-guided proof of application and job management system for the agriculture sector that gives aviation applicators certainty. TracMap allows them to easily orchestrate the work done and to have certainty that jobs have been completed accurately. The system provides guidance and real-time tracking and automatically stores detailed data which they can refer to any time to prove compliance and drive efficiency and productivity gains. Due to continued growth in the United States, TracMap is hiring a new Regional Aviation Sales Manager for the Western United States region. For position details including salary go to http://classifieds.agairupdate. com/details.php?id=3868 To apply, please send your CV and cover letter to recruitment@tracmap.com

In search of an experienced 802 Pilot for the upcoming 2023 Ag Season and beyond in Washington State. Offering competitive wages and healthcare in a team oriented operation focused on quality application and excellent customer service. Please contact our office at 509-349-2055 for more information or email your resume to flyiton@gemairinc.com.

Multi-rated pilot needed for Southeast operation. Must be able to fly fixed or rotary-wing aircraft. Experienced preferred. 200,000-year seat, we don’t need a corn run queen, need a real pilot, and must be willing to relocate. Email resume and references to blindads@agairupdate.com Subject: ID#3833

We are looking for experienced Piston Ag Pilots for the upcoming 2023 Ag Season and beyond. We are a small company with strong core values, a great work environment, outstanding quality of work for our customers, and we take pride in our operations. We offer competitive wages and have living areas available. We are looking for someone who works well in a team environment, is insurable, and has Ag experience. Please contact our office at 1-306-867-7725 for more information or email your resume to cloud9airspray@gmail.com.

We are looking for experienced 502 Pilot for the upcoming 2023 Ag Season and beyond. We are a small company with strong core values, a great work environment, outstanding quality of work for our customers, and we take pride in our operations. We offer competitive wages and have living areas available. We are looking for someone who works well in a team environment, is insurable, and has Ag experience. Please contact our office at 1-306-867-7725 for more information or email your resume to cloud9airspray@gmail.com.

Air Tractor is seeking qualified candidates for the full-time position of test pilot. Candidates must have a minimum of 2000hr total time with 1000hrs of ag and 1000hrs time in Air Tractor turbine-powered airplanes. A commercial pilot certificate with high performance and tail wheel endorsements is required. Applicants must be a U.S. Citizen. Candidates must have the ability to communicate effectively both orally and in writing. Desirable skills include Air Tractor approved flight instructor, CFI, experience interfacing with FAA, A&P license, and chemical applicator license. Must be able to work with people well. This is a hands-on pilot job that includes performing various hands-on activities with tools in hand. Duties: Moving airplanes on the ground, initial setup, and rigging of the airplane, making the first flight on planes, and completing the production test flight according to published procedures. correcting discrepancies, coordinating with production planning, sales, production leads, and quality to help synchronize flight test schedules. For more information, email: valperez@ airtractor.com

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.

CDL Drivers Wanted! Need something to do in the off-season? Oligrow Trucking is looking for responsible CDL drivers. No time commitments, commission-based pay. Average $2,000/wk. Call 318-439-5670

Want to make an impact on the future of aviation? Join our team of instructors & maintainers! Hiring those who have a passion for flying - both in the air and on the ground. Please see our website to apply! https://www.agflight.com/ join-our-team CFI Requirements: 250 Hours, CFI (CFII Preferred), 2nd Class Medical. Additional Information: We offer free (optional) on-site housing for all employees, just a couple of yards away from the tarmac and hangars. Largestudio-style apartments offer privacy while maintaining the sense of community at AG-Flight Pilot Training between instructors, maintainers, and students. Each apartment has a full kitchen, bathroom, living room, bedroom, and closet space with free internet, and utilities included.

802 pilot with rice experience needed. Rice herbicide experience is a must.Call Cole at 870-830-1585

Want to be part of the growing Thrush family? We are looking for our next Chief Test Pilot! Our Flight Ops team handles everything from Production and Certification test flights, pilot training to customer demos. They also perform and organize domestic and international ferry flights, champion industry mentoring and safety initiatives and help take care of Thrush Operators around the world! Send your resume to humanresources@thrushaircraft. com. Requirements for position: Have 1,000+ hours in a turbine Thrush. Be willing to relocate to Albany, GA. Be able to represent Thrush at conventions and trade shows. Have all applicable licenses current as well as clear medical. Recommended but not required: Have other ag or firefighting aircraft experience as well. Certified Flight Instructor. Spanish and English proficient. Willing to occasionally travel domestically and internationally. Send your resume to humanresources@ thrushaircraft.com

Need pilot for 602/65 immediately for IL corn run for next 3-4 weeks. Potential opportunity for cover crop work in August thru September as well. Contact Michael @ 309-532-1720

Mix Truck Driver/Helicopter LoaderPLEASE CONTACT CHASE GIBSON DIRECTLY at 228-860-2375 or email resume to chase@bsairinc. com QUALIFICATIONS: Class A or B CDL required with tanker and hazmat endorsements. Experience in related field is helpful; clean driving record, must pass regular drug and alcohol screenings; must be willing to travel and work outside in the elements, and some heavy lifting may be required. Immediate permanent relocation is not necessary. JOB DESCRIPTION: Our company provides silvicultural services for many types of customers throughout the US South and Midwest. This job offers workers a chance to travel and interact with many different types of leaders in the forestry industry. This is a great opportunity to advance with our company or to meet other persons in the industry that may help to further your career. This job will require you to be on the road from March-end of October with off time November-February. Our helicopter crews often work long hours and 7 day work weeks. Duties include: Driving mix truck from one spray location to the next with the help of the crew leader for navigation and filling the helicopter with chemicals. Necessary training will be provided to complete these tasks. Stays at hotel required while working out of town or at company owned apartment when working near our office. Ideal candidate will be willing to work hard with a positive attitude, work long hours and work as a team to help make the crew productive.

Experienced Engine & Component Technicians Needed - TAE Aerospace is a global aerospace company, servicing commercial and defense customers worldwide. We create value for customers through innovative thinking, premium quality products, and services in aerospace engineering, manufacturing, turbine engine, and component MRO. Located across the globe, our maintenance facilities in Australia and in America are the leading provider of quality general aviation, aerial agricultural, turboprop engine, and component maintenance. Right now, we are looking for experienced Engine and Component Technicians to join our teams in Adelaide, South Australia, and Scottsdale, Arizona. If you have proven TPE331, PT6A or GE H80 experience or have worked in a similar role, and looking for your next challenge – we want you! Find out more about joining our team. email: Hr-support@taeaerospace. com phone: +61(0)881500200 or visit: www.taeaerospace.com

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.

Get Serious About Selling

Classifieds Starting at $19.99 478-987-2250. Fax: 478-352-0025.

LIFT Aviation – Sales / Marketing

Assistant Job Opportunity. Lift Aviation is looking for a motivated person to assist with brand marketing and sales initiatives in conjunction with tradeshows, brand building, and sales generation. Previous experience in marketing/sales is preferred. This position requires an excellent work ethic. Candidate will aid in sales, marketing, and tradeshow initiatives. Overall objective – assist in all facets of sales/marketing. For position details go to http://classifieds.agairupdate.com/details. php?id=3641 Competitive Wage, Health / Dental / Optical insurance, PTO, Paid holidays, 401k, Job Type: Full-time Email resume and references to Todd Lentz at todd@liftaviationusa.com

Pilots wanted for 2022 spray season in the Midwest for an 802. Must have a good work ethic. Email resume and references to. Email resume and references to blindads@agairupdate. com Subject: ID #3547

Well established company in Ohio looking for a long-term experienced AT402 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

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

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 402802 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

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

Miscellaneous

3” Crophawk - $2500 Call Peg at Sky Tractor 1-800-437-5319

1111XLA Lane Brake - Used $700 Call Peg at Sky Tractor 1-800-437-5319

164-22202 Cleveland Brake (new) for your AT-602 $798 Call Peg at Sky Tractor 1-800-437-5319

Gentex HGU Flight Helmet for Fixed Wing, Large w/carrying case, See attached sheet for details. $800 Firm 608-393-4926

Used Items In Stock at Sky TractorAgrinautics: 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 620-356-4528.

Ag Cat tail spring A1590-1 $1200. Please call Peg at Sky Tractor 1-800437-5319

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.

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

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 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

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.

Keep your drink hot or cold in this insulated 16oz Air Tractor Tervis Tumbler. $14.99 plus S&H Made in the USA, Makes a great gift. For more information call 478-987-2250

Vino? They do say ag pilots age like wine. Place your favorite wine in these high quality Rolf wine glasses etched with an ag plane, sold as a Set of 4. $49.99 plus S&H Makes a great gift. For more information call 478-987-2250

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 478987-2250

Operations For Sale or Wanted

Business in SE Iowa with 2 Thrush 600’s. Lots of ‘stuff. Tanks, trailers, tools, spare parts, and 2 RV’s. Email me, and I will send a list of everything with pictures. Mick cropdustee@yahoo. com Retiring!

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

Established Aerial Application Business for sale, operating in the Central United States. This modern, clean facility includes a 100’ by 120’ hangar, fully insulated and heated. The office is a 36’ by 45’ wood frame, metal-clad building. The operation is run from a private airport with a concrete runway and load pad. The season runs from February thru November, and the operation services a diversified mixture of crops. This operation is wellestablished with a great customer base. Available as a turnkey-ready business, or the owner will assist with the startup. Please email inquiries to blindads@ agairupdate.com Subject: ID#3880

Established aerial application business for sale, operating in NW part of US. This modern, clean facility includes a single hangar 50 x 64 with Schweiss bi-fold door, a good cement pad, with loading bay. Fully insulated and heated office, apartment, bedroom with bath. The season runs from April to September and the operation services a diversified crop mix of dry land, irrigated, and pasture. This operation is well established with great customers and customer base. The operation is run from a paved municipal airport with an excellent opportunity for ownerpilot operation. 1975 Cessna Ag Truck included with the sale along with the FAR 137 certificate. Available as a turnkey ready business or the owner will assist with the start-up. Email inquiries to blindads@agairupdate. com Subject: ID#3809

Parts - Airframe

For Sale: 2 sets of Wings S2R - 228 Gal. 1 set: Avenger with new Leading Edges & Leading Edge Reinforcements (Doublers) and 1 set: Century Spar Cap Kits with new Leading Edges. Call for pricing: 229-725-4150 or 229-3083017 We also have numerous other parts available for the S2R.

(2) Sets of Ag Tip Winglets for a Thrush or Air Tractor. $2,500 plus freight. Price per set. Call 210-844-4074

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 +54-3462-463488 or go to our website www.laviasa.com

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 Questionsambericandesignsllc@gmail.com

CNC cut anodized aluminum spray mirrors. $275 with mirror online only. $275 www.ambericandesigns.com Questions - ambericandesignsllc@ gmail.com

Reinforced Thrush Leading EdgesSend your leading edges to us, and we will reinforce them with durable custom extruded aluminum reinforcements. Available directly from Turbine Conversions, Ltd. Contact ann@ turbineconversions.com or contact our favorite Thrush dealer for more information.

Ag Cat Factory Frames - (All Models) fixture perfect, ready to install. Upgrades, hoppers, long fuel, hi-wings, heavy struts/wires, components, hardware, and dispersal equipment. AgCat Sales & Service since 1971. 870-886-2418/2489F, 870-759-1692 Cell, frank.kelley@ag-cat.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 701-662-4416

Smokers/Driftfinders - Minimize your off target drift risk. FAA/PMA’d and STC’d for installation on most Agricultural aircraft. 44 years in business and over 6,200 units in service. For more information Please call Compro Aviation, Inc. 785-899-2294 or visit us on the web at www.comproaviation.com

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 (Center wing to outboard wing) Attachment joints for Dromader M-18 per repair service bulletin #e/02.170/2000 Available for rent. Contact ann@turbineconversions.com or 616-837-9428

Parts - Engine

Cleaning Hangar Out - 502 Engine Mount & Air Box $3,500 Call 210844-4074

AgJet TPE SB+/SC+/A-B ConversionsInstalled or assembled Kits with Heavy Ring-Mods. Allied/AmAg Ag Cat Center 870-886-2418/2489F, 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. 509-635-1212. info@cacaircraft.com

-34 Cascade Inlet System. Firewall FWD for S2R Thrush. $35,000 Call Bruce’s Flying Service at 229-7254150

Ground Support Engine Driven Transfer Pump, Zanoni Equipment’s all stainless steel construction paired with a Honda 13 HP motor. Special introductory pricing orders received by January 31, 2020. Contact Mark@turbineconversions.com for more info.

Parts - Other

Air Tractor Gen 1 Fire Gate and Injection System for sale. Call for price. 701-361-5695

Two Air Tractor Gen II fire gates for sale, well maintained and available starting mid-October. Please call 970-571-0871

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

Weath Aero Fan 5 Blade - $1000 Call Peg at Sky Tractor 1-800-437-5319

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

Transland Aluminum Boom ClampsLarge & Small. Call Billy Maxwell at Transland 940-687-1100 or email sales@translandllc.com for more information.

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 661-257-7708, 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 541385-5051 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 541-3855051 or visit www.kawakaviation. com

Propellers

Hamilton Standard 12D40 Prop with AG 100 Blades, 0 SMOH $20,000 Call Bruce’s Flying Service at 229725-4150 for more information.

Hamilton Standard 12D-40-616712 Propeller. 102” diameter, FAA approved for R-1340. $5,000 also Hamilton Standard 2D-30-6167-12 100” diameter. $4,500 Call 530345-9919

QUALITY Propellers For Sale

33D50-6601A18 OHC..........$30,500 23D40-6601A18 OHO..........$29,500 22D40-6533A12 OHO..........$28,500 12D40-AG100-4S 375-SOH..$19,500 12D40-AG100-2 828-SOH....$17,500 2D30-AG100-2 OHC.............$23,500 Call AmAg, 870-886-2418/2489F frank.kelley@ag-cat.com

Hartzell Prop HC-B3T10-3D, Blades T10282N +4, Prop Assy, Buckhead, Spinner, OSTMOH Prop. $28,000 Call Bruce’s Flying Service at 229-7254150

Seat Wanted

I’m 36 years old and looking for mentorship/employment as a first-year pilot and/or loader. I’ve been married for 14 years and have two children. I currently hold a job as a comptroller and IT manager for a distributor and have held that position for the past 12 years. I’m ready to get out from behind the desk and into a seat. I’ve been flying since 2009 and have around 500TT. I recently purchased a 260hp Pawnee, which I put around 120hrs on and have now sold. I’m working on finishing up my commercial and scheduled to do lightbar and turbine transition training. I spent the bulk of the 2022 season driving 60-100 miles to observe at the local ag operation every morning before work at my current job. I’m a dedicated and hard worker. I’m ready to learn and take instruction. Three One Eight - 455One Two Two Three - Jake H.

Looking for a long-term seat in Arkansas. Ag time is around 1900 hours all turbine. 330 hours is 502 time and the rest is Ag Cat. All experience is rice work. Any questions, just give me a call at 501993-9833 thanks!

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

Ag pilot looking for a long-term position in Northeast Louisiana or Southeast Arkansas. I’m a real team player that gets along with almost anyone. No slouch will do whatever is needed to be done. Experience in liquid and dry application. Herbicide experience but would like to find a seat somewhere that is willing to help out to perfect herbicide work. Total ag time 2,600 every hour has been turbine. The majority of the time being in a 510 Thrush but have 802 experience and other aircraft times. Other info is available on request. colemckee309@yahoo.com 318-3766993 Photo added for area of interest including Mississippi. Other areas will be entertained. Thanks for your interest.

Experienced pilot looking ahead for the 2023 season and beyond. I am a highly proven and productive 802 driver with the numbers and references to support it. I’ve worked 15 seasons, no crashes, looking for a professional well-managed operation to sink my teeth into and earn my living. Feel free to email me at: apotter15@gmail.com

Looking for wheat work, preferably in North Dakota or South Dakota, but open to anywhere. Must be before the corn run. Call David at 870-866-7636

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

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

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.

Vehicles

Fertilizer Loader Truck - F350 fertilizer loader truck, steel bin and 10” tube. Cab rusted but dependable $5000 Call Dave at 509-520-8267

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.

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

Looking for all models of Air Tractor 400, 500 & 600 series aircraft to purchase. The newer, the better but will consider 2006 and newer. Contact Mark@turbineconversions.com

2004 Freightliner M2 Beltveyor Load Truck, 800 Fuel Tank, engine-driven hydraulic pump, hopper scales, and tarp. $95,000 Call MidContinent for details 573-359-0500

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

Looking for a secondhand Hatfield Gate 40” for a 402 Air Tractor. Contact Alex McDonald alex@namagri.com. Thanks.

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

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