Evaluating the 4-blade 510G Thrush

Yesterday, I had the privilege to travel to the Thrush Aircraft factory in Albany, Georgia to attend its employee and customer Thanksgiving appreciation lunch, as well as fly the yet to be certified 510G Thrush. I enjoyed flying the aircraft more than the lunch, however the fresh caught Georgia fried catfish were superb.

I had flown the GE-powered 510-gallon Thrush almost a year ago at AgAir Update’s Open House and Hangar Party. Then, it had the same 3-blade Hartzell propeller as the P&WC PT6A-34 510 Thrush with the exception the GE prop was shot peened. Dennie Stokes also flew it that day and we felt the aircraft did not have the “get up and go” on takeoff for 800 SHP. This time, at the Thrush factory, the 510G had a 4-blade Hartzell propeller. This prop was the fourth generation of propellers fitted to the H80 engine for the Thrush. 

Overall, I was extremely pleased with the performance of the H80 510G Thrush. Flying it with an empty hopper and 228 gallons of fuel on board for the first load, there was no doubt on takeoff the aircraft had “get up and go”. I found the 510G to be about 10 MPH faster than its sister 510P. At 500 feet AGL, 160+ MPH was easy enough to obtain with 90% torque and 1,900 RPM. Full 800 SHP is 100% torque and 2,080 RPMs.

Satisfied with the empty performance of the 510G, I made another load with 350 gallons and I guess about 200 gallons of fuel. The Electronics International MPV-50 instrument gauge (which is the cat’s meow) does not indicate any more than 82 gallons per side, but neither does the old analog fuel indicators, pegging full at about 80 gallons per side.

The true purpose of flying the aircraft with only 350 gallons was to loosen the rust on this ag-pilot’s skills. I can’t remember the last time I flew an ag-plane after running the hopper over on the tarmac. So, I felt it prudent to fly with a piece of a load, just to be sure the “like riding a bicycle, you never forget” saying held true with flying a loaded ag-plane. It did.

For the third load, the fuel level was still somewhere above the indicated 164 gallons and I ran the hopper over onto the tarmac with water. Taxiing out, the aircraft felt like any heavily loaded aircraft with its gross weight somewhere over 10,000 (4,800 empty weight + 1,080 pounds of fuel + 200 pounds of pilot + 4,080 pounds of water = 10,160). The 510G is certified for a maximum gross weight of 10,800 pounds. With water, it would be next to impossible to exceed that limit. Really doesn’t matter, because the aircraft has the ability to carry far more than 10,800 pounds.

Adding power to 100% torque and 2,080 RPMs for takeoff, the tail was up at 1,300 feet and the aircraft was off the ground at about 1,700 feet climbing steadily at 100 MPH. However, there was a reported 7-8 knot headwind and the outside temperature was 74dF. In my opinion, the advantages of the wind and temperature were easily offset by this out-of-practice pilot. No doubt a current Thrush pilot could easily beat my numbers.

I ferried the 510G to the field using 90% torque and 1,900 RPMs. My IAS was 160 MPH, loaded. I used the same power setting for the spray runs and found myself moving across the field at 165-170 MPH. I know the general rule is that airspeed is about 25 MPH faster than the ideal airspeed for spraying, considering the spray pattern. In the case of the 510G, that has been disproved by USDA spray pattern analysis that indicate application speeds up to 180 MPH are acceptable. The pattern may be acceptable, but the pilot better be up to speed too; the trees are coming at you pretty fast.

The fuel flow on the MPV-50 was not calibrated to the GE H80. I know this because it was reading 35 GPH at high power settings. Jody Bays, vice-president of Thrush Aircraft and test pilot, told me I was burning about 80-85 gallons an hour. That’s a lot of fuel, but you are traveling pretty fast. If you can justify the fuel burn, a degree of time can be made up in the ferries. After my 350-gallon load, I believe once the load is worked down, most pilots will reduce the power to about 80% torque and save the fuel.

At Jody’s request, I had previously stalled the aircraft at altitude before approaching a stall in the turns with a load. He was correct in that the aircraft is a gentle giant in that it simply does not do anything unusual in the stalling configuration. I took it to full stall empty, but admit I only approached to a stall (horn blaring, stick slightly mushy) loaded in the turns. Who in their right mind would want to be in a relatively steep turn, loaded and stall the aircraft, not to mention I was low to the ground. There is no reason to fully stall the aircraft loaded and turning; the aircraft gives you plenty of warning beforehand.

I could find zero wrong with the aircraft, except maybe, it needs a bigger hopper. It flies like a dream, not unlike the older, short wing, 400-gallon, rag tail, -34 Thrushes, except it has a 25% larger hopper, double the fuel capacity and will out run the older Thrush like “a scalded dog”. I’m willing to bet the 510G will outrun any Thrush...

Read more about this fabulous (coming from a 20-year Thrush pilot) aircraft in the January edition of AgAir Update.

Until then, Keep Turning...

Bill 

AgAir Update to Equador, Day 2

Today is Wednesday, around noontime, in Guayaquil, Ecuador. Yesterday, I met with Aerovic, whom AgAir Update featured on its cover earlier this year (Thrushes in Equador, AgAir Update May 2011). Captain Jose Cabrera, Aerovic’s Operations Manager, greeted me. It was good to meet the man the article featured, along with the company. Aerovic is one of the larger aerial application companies with a long history in Ecuador. It operates 10 turbine Thrush and treats about 900,000 hectares (2.2 million acres) a year of bananas, along with some rice and sugar cane work. Typical application rates on bananas, at 1.5 to 2.0 gallons per acre are $9 to $12 USD. 

After leaving Captain Cabrera, I was able to meet with Tita, our “contact” lady. She introduced us to her boss, Xavier Pérez-MacCollum, that owns and operates ARICA, a general aviation maintenance and avionics shop, as well as a Robinson Helicopter dealer. Xavier welcomed me, although I had no specific business with him, he was kind enough to allow me to work with Tita. 

That wrapped up the day. Enjoyed an excellent dinner at El Caracol Azul (The Blue Shell), supposedly (according to TripAdvisor) the number two restaurant in Guayaquil. I believe it. Very affordable and excellent food and service. I had the covina (sea bass). Unbelievable. Good sea bass comes from the deep waters of the southern Pacific along the coast line of South America. 

This morning, I visited with LAN Ecuador. This company, also a very large operation, has one AT-402, two turbo Thrush and five turbo Ag-Cats (Mills Conversions from Mid-Continent Aircraft Sales & Service). It treats about 75,000 hectares a month (185,000 acres) during the five busy months of the season and about 40,000 hectares (100,000 acres) a month the other seven months of the year, that comes to about 600,000 hectares (1.5 million acres) a year, plus rice and sugar cane. The bananas spraying makes up about 90% of their applications. 

My hosts were Captain Xavier Moya, Chief of Ag-Operations and Johny Ricardo, Chief of Maintenance. They were very kind to stop their morning’s work and explain to me how the company operated. 

Founded in 1954 by Luis Adolfo Noboa, LAN Ecuador is not affiliated with LAN Chile airlines, or LAN ECU airline, a division of LAN Chile airlines. Oddly enough, when the airline moved into Ecuador, it had to pay LAN Ecuador for using its similar name! 

There’s a really good sushi bar across the street, Noe, where I plan to have a light lunch. With Guayaquil so close to the Pacific Ocean, the seafood found here is excellent. 


So, time to close out this blog. Tomorrow, I return to the United States, take a day of rest and then will be at the Duster Doin’s being held Saturday at Mark Gary’s airstrip in Inverness, Mississippi. I hope to see ya there! 

Bien Dia from Ecuador!

A couple of months ago, Grant Lane (often times a travel partner) asked me if I would like to accompany him and his Latin American sales rep, Pat Kornegay, to Ecuador. My answer should have been obvious to him, as of all the tens of times I had traveled to Latin America, from Spain to Cuba to throughout Central and South America, I had yet to visit Ecuador. Yes, when? 

Lane Aviation has a large customer who is based in Guayaquil. He needed to visit with this customer, as well as other operators. This is a perfect arrangement for me to meet AgAir Update readers as well as gather more operator articles. Another customer of Grant’s, Rob Price, arranged for him to meet Tita Costa Alvear, who has arranged for two or three more operator meetings during our travel. 

Setting up travel in Latin America is very different from other parts of the world. It is part of the culture to not be very specific. We Americans, at least me, want to know where we are going before we leave. When we departed the U.S., the only visit for sure was with a large ag-operator, AIFA. Tita had been sent emails requesting her help, but no response. We had three days set aside to visit, but only one operator assured, which would only take half a day. 

Today is Tuesday, our second work day in Ecuador. For trips like this, I like to travel to my destination arriving a day early to get my bearings and basically rest for the intense days to follow. We departed the U.S. on Saturday, taking 14 hours of travel to arrive at GYE, seven hours in the air and seven hours of layovers, etc. 

Yesterday, we had a great visit with AIFA. This large ag-operation has over 200 employees with both a flying operation (about 15 a/c) and sell chemicals to the banana plantations. During our visit, at AIFA, bumped into Juan Philips of TAD and Terry Humphrey of Thrush Aircraft Company. Small world, with none of us knowing the other would be in Ecuador, much less that day! Juan and Terry were there to provide training to AIFA pilots in the company’s dual cockpit Thrush. AIFA is in the process of opening an ag-school. There is a five to eight student demand because of a shortage of Ecuadorian pilots. Traditionally, only Ecuadorian pilots fly ag. 

Later in the morning, Grant, Pat and I departed from AIFA’s maintenance facility at GYE in the company Seneca for a short 20-minute flight north to Estrella. This airstrip is in the middle of large banana plantations with three competing operators on it. AIFA treats 12,000 hectares (30,000 acres) from Estrella. This is only about a one-third of all the bananas the company sprays from five different airstrips. 

Time to wolf down some breakfast, then off to meet Tita and whoever the operators are she has lined up for us today.


Follow photos of the trip on AgAir Update's Facebook page.

Until next time, Blue Sky and Tailwinds...

AgAir Update to Brazil - Final

Wednesday evening

Wednesday evening the XX SINDAG Mercosul Aviacion Agricola Congress opened with several hundred in attendance. Awards were given to individuals who had made contributions to Latin American ag-aviation during the last year, of which yours truly received one.

Thursday, Day 5 - The conference started at 9 am with multiple speakers throughout the day and the exhibit hall open all day, as well. Working a trade show exhibit hall for 10 hours straight for two days can be tiring, but necessary. This is where I meet old friends from past visits and make new ones. It also provides me an opportunity to work with clients that are exhibiting.

I’m not sure how many ag-pilots were in attendance. I do know the exhibit hall was full the first day and guess there were around 400 pilots. There were 40+ exhibitors. Trade shows in Latin America are considerably different from other countries. For one thing, it is common for exhibitors to have extremely beautiful Brazilian models at their booths. Usually, there is an air show as was both days of this convention. Often, the air show pilots are ag-pilots. This year there was a Decathlon, Extra 300 and Christian Eagle performing over the beach. Flight rules must be a bit different for aerobatics in Brazil, because the aircraft flew over the crowd, hotel and exhibit hall on the deck. When the exhibit hall finally closed, it was time to socialize at the bar and during dinner.

Friday, Day 6 - Had more speakers and the exhibit hall is open throughout the day. It is not as busy as the first day, so this gives me time to visit with exhibitors. Since my Spanish and Portuguese is almost nonexistent, I have my Brazilian rep, Gina, translate for me. “Lost in the translation” can easily happen. I have to be extremely careful my message is clear and will translate as I intend for it.

The convention came to a close with a “Magic Samba” show. This is a traditional band with Samba dancers. You would have to be there to appreciate it. The music is deafening and the dancers are talented and scantly clad.

Saturday, Day 7 - The day to return home. It has been seven days of hard traveling and intense work. Things are always more difficult in a foreign land, although I love my travels wherever they take me. The trek home started at 8a in the morning after checking out of the hotel. The ride to the airport took an hour. I always allow extra time when traveling outside the U.S. I never know what may go amiss.

The flight from Florianopolis to Sao Paulo was quick, only 50 minutes and by noon, I was collecting my luggage at baggage claim. Since I was using two different airlines, I had to recheck my luggage for the flight back to the United States. The return is easier on my pocketbook. I used duffle bags that fold into a suitcase to get my total bag number down from four to two, thus not having to pay for excess luggage.

I had over nine hours to kill before my night flight home departed at 9.30p. With my luggage, I caught an airport hotel shuttle that I have used before and know that the hotel has a good restaurant and will allow me to use its lobby. Late afternoon, I took the shuttle back to the airport, allowing more than enough time to do a little shopping and checking in with the airline.

I arrived at 5a in Miami and cleared immigration and customs before connecting on another flight at 6.50a for Atlanta. I arrive in Atlanta at 8.40a. Now, it is only two more hours before I am home at last.

Sunday is Day 8 and it is Father’s Day. My two grown children and young grandson spent the day with me and I had dinner that night with my father. Life is good...

AgAir Update to Brazil - Part Three

It’s now Thursday morning, Day 5. I’ve been remiss in keeping this blog up to date, my apologies. It may be hard to believe, but it is next to impossible to find the time to stop long enough in a quiet place to write it. However, let me back up to where I left off on Tuesday. 

We caught the flight early Monday evening from Ribeirao Preto to Goianas with no problems, if you don’t call paying $400 reais for excess luggage a problem. I had three suitcases of AgAir Updates with me. Shipping to Brazil with a guaranteed arrival for a trade show is not possible, so I “muled” the newspapers. I had already spent $150 for excess luggage with American Airlines on the flight to Brazil. I would spend another $400 reais Tuesday for the flight from Goianas to Florianopolis for a total of about $650 USD for excess luggage. 

Our host, Joel Rosado of AeroSafra met us at the airport and transported us to the hotel then took us to dinner for pizza. Tuesday morning, Joel met us at the hotel and we visited his operation north of town. This was at a public airport and not really where his 15 Ipanema aircraft flew from, but where he hangared and did the maintenance on them. 

AeroSafra has only one customer, one of the world’s largest cotton growers, SLC, with over 100,000 hectares (240,000 acres). His company only sprays about 2/3rds of the grower’s cotton, while another flying service handles the other 1/3. 

With 2p approaching fast, it was time to bid Joel farewell, although I would see him again at the trade show in Florianopolis where my next flight took me that afternoon. 

Florianopolis has a portion of it that is called “the magic island”, where it is an island, mostly for tourism. The hotel is located on the north end of the island, Costao do Santinho (coast of the small saint). This hotel is a 600-room resort voted one of the best in Brazil. I believe it. Nestled in the hillsides directly on the South Atlantic Ocean. The beach is unlike any I have ever seen, sugar white sand, crashing waves and “mountains” off shore. However, I am not here for the resort, but to work the largest ag-aviation trade show in Latin America. 

Every year the Mercosul Agricultural Aviation is hosted on a rotation basis with Argentina, Uruguay and Brazil. This year was Brazil’s turn. Also, Brazil has its own ag-aviation convention each year. In 2011, the Mercosul and SINDAG (Brazil’s national ag-aviation association) convention are held together, as they are every third year. 

Wednesday, Day 4, should have been a day of rest with it being the halfway point of the trip. Not so. My Brazilian representative, Gina Hickmann, met me in Florianopolis and had arranged for a visit to an operator a 150 kilometers (100 miles) southwest in the mountains of Luis Alves (a small banana community).

Banalves is a flying service owned by 25 banana producers. Formed in 2001, the producers wanted their own flying service, so they paved 400 (1,300-feet) meters for an airstrip surrounded by 1000-meter (3000-feet) mountains. As you can imagine, loads are limited to 100 gallons or less with the three Pawnees. 

In the Serra do Mar Mountains, near Luis Alves, there are 4000 hectares of bananas (about 10,000 acres) in 900 fields and that is not an exaggerated estimate. The Pawnee is ideally suited for this type of spraying, guided by SATLOC M3 GPS units. 

Wanting to beat the evening traffic into Florianopolis, we left our new friends at Banavel for the 2-hour drive back to the hotel. We would also see them again tomorrow at the convention. The convention’s Welcome Reception would be starting at 8.30p and we were going to barely make it back in time for it.    

AgAir Update to Brazil - Part Two

After a good night’s rest in Botucatu, my host, photographer and translator, Bruno Giraldi picked us up at the hotel for the three-hour drive to Orlandia, north of Ribeirao Preto. Here, we visited with Aeroagricola Chapadão, who operate five 375 hp Piper Brave aircraft with the IO-720 engine, three PA-25 Pawnee 235 hp and one 2010 AT502 with 600 hours logged on the past season with Chapadão. 

The company treats primarily sugar cane, literally located in a sea of it. Typically, two applications are made, one an insecticide early in the season and a ripening agent later in the year. The sugar cane is on a five-year rotation plan. The first year the cane is planted and cut each year at harvest and regrows from the original plant for the next season. After the fourth season, the cane is replaced with soybeans and next season the five-year rotation starts over. 

Antonio Carlito da Silva, Rogerio Veludo Riberio, Celio Rodrigues  and Thiago Magalhaes Silva were our host at Chapadaão. Calrito founded the company in 1969. Growing from three Argentine-built Pawnees to its current fleet. A second AT502 is scheduled to arrive in November. The company has a policy of paying for the aircraft before ordering another one. The first and second AT502s are paid for and a third one will be bought when it can be paid for in full before its delivery, eventually replacing the remaining fleet with AT502s.

Part of the crew of 25 employees during the season and about 20 full time, located in Orlandia, Brazil

AgAir Update to Brazil - Part One

Saturday, 12 noon: There is always a certain degree of apprehension before a trip to Brazil, although I have made it more than a dozen times over the years. First, I must always be sure I have both my passport and visa (yes, I must have a visa to travel in Brazil, unlike the rest of South America). The airline ticket is always a challenge, trying to time when is the best price, usually three or four weeks before departure. 

Then, there are the arrangements to be made for the trip in itself. This trip was spurned by participating in the major South American convention, this year a combination of the Brazilian national association (SINDAG) and the Mercosul of Agricultural Aviation that is a consortium of Argentina, Uruguay, Bolivia and Brazil. Chile also participates. Every third year the congress is this combination, while other years there are two separate conventions. 

Since I was going to make the 24-hour trek for over 5,000 miles, with a connection in Miami and a four-hour drive after landing in Sao Paulo, I decided to leave three days early and visit a couple of operators and a vendor’s Grand Opening, AeroGlobo, one of the Air Tractor representatives for Brazil (there are three), who is associated with Lane Aviation of Texas.   

Sunday, June 12, 9 a.m.: AeroGlobo representative, Bruno Girhaldi and his significant other, Adriana, picked up Grant Lane and I at the Sao Paulo international airport, Guarulhos (GRU). Grant was traveling with me, as he often does, because of his affiliation with AeroGlobo.

From GRU, with a car loaded (I had four editions of AgAir Update in four duffle bags, the June Spanish edition and Spanish Show Guide, the June Portuguese edition and Portuguese Show Guide, the 40-page guides printed for the upcoming convention and personal luggage) near capacity of the Argentine-built Cheverolet Captiva. On this trip, I paid the airlines almost as much for excess luggage as I did for the airline ticket! There would be two more airline flights in Brazil, with this excessive luggage, before arriving at my final destination for the convention, Floirianopolis. 

We drove about four hours to Botucatu, where the new offices of AeroGlobo are located. Owner, Fabiano Zaccarelli Cunha, hosted a grand opening at 5p with dignitaries from the city, the architect, employees, nearby ag-operators, and of course, Grant and I. 

AeroGlobo has become a moving force for selling new Air Tractors throughout Brazil. Fabiano understands the potential of the market expanding into turbine powered aircraft, much like the U.S. did in the 1980s. A presentation was made providing data to substantiate his belief. Because of this, AeroGlobo has established six service centers for Air Tractor support throughout Brazil, as well as a training facility to transitioning Brazilian ag-pilots into the Air Tractor, including an AT502 simulator. 

It had been a very long day and being tired was an understatement. Grant and I left early by Brazilian standards (10p) and found a Japanese restaurant for dinner. Neither of us can read or speak Portuguese, the language of Brazil. It was comical to order from the all-Brazilian menu. The Japanese item is listed in Portuguese, with a Portuguese description beneath. We may has well closed our eyes and pointed for our order! We got lucky and Grant had a beef dish and a grilled combination seafood platter, don’t ask what the combination was, please. 

Monday, June 13 - Bruno picked us up at the hotel for our three-hour drive to Ribeirao Preto to meet with an operator in this region that is known as “a sea of sugar cane”. It was necessary to fill the car with petrol. My choice was gas or 100% alcohol. The price is one real ($.60 US equivalent in Brazilian currency) more for the gas, but worth it because of the improved mileage. However, Americans should not be complaining too much about the price of gas. The small Captiva held 60 liters (about 16 gallons) and cost $100 USD! Oh well... 


Stay tuned for part two...

The AeroGlobo Open House welcome reception, Botucatu, Brazil. 

 Fabiano Zaccarelli Cunha, owner of AeroGlobo, in new offices with:

(L-R) Mauricio Melro / AeroGlobo's training director, Grant Lane / Lane Aviation, 

Fabianoj / AeroGlobo and Bill Lavender / AgAir Update. 

     

30 years and counting...

Thirty years and counting

Last month an old crop duster friend stopped by the office for a visit. Unfortunately, I was out of town. Charlie Foster and I go back to 1974 when he was flying a Stearman in the next county, while I was in my first season flying a 235 Hutch-wing, metalized Pawnee. 

Charlie’s purpose in the visit was to give me four old “AgAir Updates” he had found. Until his visit, I had always thought I became editor of AgAir Update in 1988. His gift exposed my poor memory (hey, it was over 23 years ago). 

Of the four editions, the September 1981, Volume 1, Number 2, was the oldest. There was no masthead to determine who was the editor of the 10-page newsletter, unless you call the author of the “President’s Swath”, Dave McDaniel, the editor and assume the GAAA was the publisher. I guess it would be proper to believe, AgAir Update’s roots started in 1981, 30 years ago. Heck, I was about to miss celebrating AgAir Update’s 30th year!

The next oldest edition was the March/April 1982, Vol. 2, No. 1. My guess is in 1982 the publication changed from a biannual to quarterly editions. The publication still did not have a masthead, but now its editor was Donna McDaniel (Dave’s wife). 

The third edition was dated February 1986, Vol. 5, No. 4. How did that happen? The publication still claims to be a quarterly, but my math says it should have been Vol. 6, No. 1. I suppose there was a missing edition in 1985. Maybe that was when the transition was to me becoming the editor. That means I have been punching away at this keyboard for 25 years. Well, not quite, since I couldn’t type at the time! 

Looking through those old 1980s four editions of AgAir Update brought back many memories. A number of the faces in the pictures have flown west, while many others are no longer in the business. Even more remarkable are the advertisers supporting the publication then that still do today: Gregory Flying Service (now Airforce Turbine Service), Souther Field Aviation, Covington Aircraft Engines, Micronair Sales and Service (now Micron Sprayers), AirSouth Insurance, MId-Continent Aircraft Sales, Southeastern Aircraft Sales and Service, Stainless Steel Spray Systems and Tulsa Aircraft Engines. These companies have been with AgAir Update, and oddly enough, every edition printed since, for over 25 years. I am grateful of the support from those first advertisers. There would be many more to come.

By April 1986, the publication was 20 pages. In 198???, after being the editor of AgAir Update as a publication of the GAAA for ??? years, I made a proposal to purchase it from the Association. In May 2011, AgAir Update, including all printed editions, was 208 pages. From the borders of Georgia, Alabama and Florida, AgAir Update has grown to be read worldwide in three languages; English, Portuguese and Spanish. 

For me, the “ride” has been a good one and I intend to continue until I no longer can. As publisher/editor in the 1990s, with AgAir Update expanding to meet the needs of agricultural aviation, I could no longer focus on ag-flying and eventually retired from flying for a hire in 2000, after 27 years. It was a easy/hard decision.

At first, I missed those early morning spray jobs, or finishing up the ends after a long, satisfying day with many acres having passed under the wheels. Today, I can only imagine how trying a long day in the cockpit can be for a pilot in his late 50s, early 60s and older. I believe the way it is done is with pacing and many, many years of experience to lean on. You don’t see older pilots making high-G turns, overloaded takeoffs and pushing the envelop. Maybe there is something to the saying, “There are bold pilots and old pilots, but there are no old, bold pilots”. Did I get that right? 

Until next month, 
Blue Sky and Tailwinds...   

A day to remember

Saturday, February 26 was a beautiful day in Olney, Texas. It was idyllic for the memorial service of Leland Snow, founder of Air Tractor, Inc. who had passed on the Sunday before, February 20, while jogging. 

Five shiny new Air Tractors were on hand for the Missing Man formation fly-by. The seating was set up in one of the large hangars. Inside, a stage was front and center with a large projection screen, professional audio, flowers and Leland Snow’s Baby Grand piano. 

While people from all over the world: Australia, South America, Spain, Canada, local Olneyians and others signed one of the numerous guest books, a slide presentation of Leland Snow’s life was presented. The pictures included the early years when he built his first aircraft, flying in Nicaragua, to building Air Tractors in Olney, along with many personal photos with his wife, Nancy, children, Kristin and Kara, weddings, vacations...

Jim Caraway, once an ag-operator from Breckenridge, Texas and now a minister, officiated the service. The service started with an inspiring video of Mr. Snow’s life, “A Salute to Excellence”. Afterwards, presentations were made by various people whose lives were affected by Leland Snow and how this related to the great man he was. 

Between the presentations, Mr. Snow’s sister, Marihelen Snow, played Intermezzo in A Major, Johannes Brahms, on his Baby Grand piano. It was a favorite piano piece of Mr. Snow’s that he had taught himself to play through memorization; he could not read music. 

As the service ended, I realized what had happened seven days earlier. It was not enough to “know” Leland Snow had died. The memorial service brought the realization home to me. I have no doubts Air Tractor, Inc. will remain viable. I have spoken with the family and others that have indicated Mr. Snow was a man of planning. He believed in orderliness. The Air Tractor team has been in place for many years, even though he worked daily at the factory. He legacy will continue, just as will his aircraft. 

With the hangar door opening, people stepped outside into the Texas sunshine to watch the Missing Man salute to one of the greatest aircraft builders to live. A man that changed the face of ag-aviation forever, taking it from underpowered piston biplanes to sophisticated turboprop, monoplanes specifically designed for the job of professional and safe aerial applications.

As the five Air Tractors came toward the crowd, lights and smokers turned on, passing overhead the western side aircraft of the v-formation peeled off to the west for the ultimate salute to a pilot; may Leland Snow rest in peace.  

A legend leaves us, but his spirit remains

Today, I received a phone call. I knew one day this call would come; but impossible to know when. I was told Mr. Leland Snow, founder of Air Tractor, had passed away. Anyone reading this blog should already know who Mr. Leland was, I don’t have to explain. What I want to do is convey feelings and thoughts that I know each of us have no matter which type of aircraft we fly; to those who don’t fly; and even to those who may not have known Mr. Leland.

From a career that launched the first Snow aircraft in the summer of 1953 until today, Leland Snow changed the face of agricultural aviation forever. Taking it from the day of biplane Stearmans, to the AT-1002, nearly ten times the aircraft. 

My experience with Mr. Leland began in the fall of 1979. I had decided to “move up” from my 600 hp radial B-model Ag-Cat to a turbine-powered aircraft. At the time, I could only scratch up enough money to take the less expensive route of a new PT6A-11AG engine that Air Tractor was about to offer in its AT-400 and Thrush already offered with its 400-gallon aircraft. 

Mr. Leland promised me if I would wait just a little longer, the -11AG powered Air Tractor would be available. Being young and impatient, I elected to buy the Thrush. 

Over the years, Mr. Leland’s and my path crossed many times. It seems like with every conversation I came away knowing a little more about something than I did before. At the 1988 NAAA convention in Mobile, Alabama, I approached Mr. Leland explaining how I was going to “write” an ag-av newspaper. He offered encouragement, but I don’t know if he really believed me. He did allow me to take a photo of him while standing outside next to an Air Tractor. 

Our relationship grew over the years. Whenever I wanted to communicate with him, instead of interrupting his day with a phone call, I’d send him a fax, even though everyone else was using email. He always responded with a handwritten fax. I am sure he did the same with many others. 

One day a fax of his appeared on my desk. “Bill, if you could, please, when you take a picture of an Air Tractor in flight, don’t have the prop stopped. It looks as if the plane has had an engine failure.” As I read it, I thought, “He’s got a good point.”  Not being a trained photographer, I was proud when I could set the camera’s shutter speed to stop the prop, as if the aircraft was gliding through the air. Mr. Leland didn’t see it that way. From that day on, I’ve always made sure the propeller of an in-flight aircraft was blurred to appear it was turning.

On another occasion, I was listening to Mr. Leland give a talk at a convention. He was explaining how Air Tractor was moving forward developing ideas to improve his planes. I left that meeting after hearing him say, “Technology does not back up.” A simple enough choice of words, but none any truer and words that have stuck with me since.

During Mr. Leland’s 50+ years in ag-aviation, he witnessed many changes particular to ag-planes. His first design of an ag-plane had the pilot in an open cockpit seated directly behind the radial engine with the hopper behind the pilot. How different things are today with the pilot sitting behind the hopper in an air-conditioned cockpit with seat belt airbags surrounded by the safest structure possible, high-tech guided GPS, sophisticated application equipment and powered by a PT6A turboprop engine. 

The ag-aviation industry worldwide will miss and memorialize Leland Snow. Just how much of the aeronautical improvements the industry enjoys due to his efforts are unknown. Even at 80 years old, he never stopped working toward making the Air Tractor the best ag-plane that it could possibly be. He pushed the limits of our imagination with ever increasing hopper sizes, airframe improvements and more powerful engines, to even expanding into the military marketplace with the AT-802U. I hope that I can live my life as fully as that of Leland Snow’s.

Back to Savannah?

I have yet to hear a negative comment about the NAAA trade show held in Savannah last December. Needless to say, that’s remarkable. I am often asked if the NAAA will be returning to this historical city. My understanding, so far, is the city of Savannah is planning on the NAAA convention to return in the very near future. Maybe as soon as 2012 (and that’s purely my speculation).

Recently, a Savannah newspaper article was published about the NAAA’s convention. It stated more than 3,100 rooms were booked and over $1.3 million dollars spent. The article implied Savannah city leaders were impressed. View the article here.

The NAAA was asked by city officials what could the city do to entice the Association to return? The NAAA responded with three items: 1) install doors at the convention center large enough to accept aircraft, 2) extend the landing site and 3) move some palm trees to make towing from the landing site to the convention center easier.

Last week, the Savannah Economic Development Authority agreed to spend $140,000 to “blow out” the back wall of the convention center to accommodate ag-aircraft. The Authority is counting on at least two more conventions from the NAAA.

Hilton Worldwide, Inc. beat out other hotels to build a $130 million, 500-room facility on Hutchinson Island where the convention center is located. This would be great, adding a second hotel on the same side of the Savannah River as the convention center. Ground breaking could start as early as May 2011.

If you attended the NAAA convention in Savannah last year and would like to see the NAAA return, or you missed the convention and would like another one in Savannah to attend, click through to our one question survey, “Do you want the NAAA convention to return to Savannah?”


Click here to take survey

It didn't have to happen

On the morning of January 10, 2011, a 1975 Thrush ag-plane hit a MET (Meteorological Evaluation Tower) in the California Delta. The impact sheared off part of the aircraft’s wing, resulting in a fatal crash. AgAir Update’s sincere condolences go to the pilot’s family.

Ironically, January 5, 2011, the FAA issued a Proposed Revision to Advisory Circular (AC); request for comments. The FAA is considering revising the current AC on Obstruction Marking and Lighting to include marking guidance for METs. Currently, METs fall outside of the regulation of the FAA, even though they present a clear and distinct hazard to ag-flying. They are not marked, nearly impossible to see and often portable.

The FAA is seeking comments on or before February 4, 2011 (click here to read the docket, then click within the docket to comment using docket number 2010-1326). At this point, the FAA does not seem to think the METs warrant regulation. Maybe after January 10’s fatal accident with a MET, the FAA will rethink their position. Your comments could be a deciding factor. METs affect every ag-pilot.

The MET involved in the accident was a portable unit with guy wires and no cement foundation. One observer was quoted as saying the tower was nearly invisible from the ground, and likely much more so from the air. Where is the conscience of the MET people? Is a life not worth the inconvenience to properly mark the MET? Obviously, Renewable Resources Group didn’t think so (listed on the tower Contra Costa Co. application).

Markings and regulations are not enough. METs’ positions should be entered into an accessible database that ag-pilots can monitor. It would be even better if a notification system could be established where ag-pilot subscribers would receive alerts when a tower is installed, with its lat-long position. How hard would that be?

METs are so dangerous to ag-flying, that unless immediate action is taken by the FAA and those who own the METs to address this safety issue, it will happen again. Pilots do not survive crashes involving towers. I can only imagine my liability if I was to erect an unmarked tower where it would affect flight safety. I feel confident the courts would find me negligent.