Interesting conversations, interesting times

On the long flight from Reno back home, I had time to contemplate some of the comments made during NAAA’s 47th annual convention. I can’t recall all that was said, but a few things stuck with me. 

During a sit down conversation with one operator, we talked about increasing safety in the ag plane. He explained to me how one of his high-time pilots pancaked the aircraft into the ground on a dark night. The pilot was not injured, thankfully. His point was there should be some type of checklist in the aircraft to give the pilot an opportunity to evaluate whether the impending flight could be done safely. He referred to a military checklist system that required the pilot to question himself. 

We both agreed it would be a good thing if GPS manufacturers designed a customizable checklist screen that required touching to advance through each item on the list. After that, the unit would fully boot up. Of course, the feature would need to have a password for its owner to disable if desired and to prevent the pilot from bypassing it. 

The point would not be to go through a redundant checklist that every pilot already knows. The effect should be a subtle and subconscious one that causes the pilot to think about what he is about to do. How many of us use a memorized checklist that invariably is out of sequence and as we start rolling down the runway the thought crosses our mind, “Did I forget something.” 

Don’t say it does not happen. There have been too many load hoses broken and aircraft having to return early for forgotten fuel. How much of an inconvenience could a five-point touch screen checklist be, that could be done in a matter seconds? In doing so, the pilot could focus on the job at hand instead of being unsure, glancing back at the load valve or the fuel gauges during takeoff. 

There were two remote controlled helicopters on display in the exhibit hall outfitted with a 15-gallon spray system. I watched a video for a few minutes with one of the units making an application. I wondered how the flow was regulated, as it did not appear to have a GPS with a flow control unit. Surely, the droplet size of the spray could be increased from the aerosol spray coming from the booms. However, that would most likely increase GPA needed for the application with an already limited chemical tank. 

A fellow visited with me who was in the film making business. He explained to me he was developing a family-friendly move about agricultural aviation. The theme of the movie was about two competing flying services where the son of one fell in love with the daughter of the other and how all that would eventually play out. He assured me that his intent was to promote agricultural aviation. I hope that is the case. Our industry has already experienced one poor representation on reality TV. Thank goodness for Plane’s Dusty Crophopper. That aircraft has done worlds of good PR for our industry. 

A Pacific Northwest operator explained to me how he used Patternators on his aircraft. It took me a few minutes to realize exactly what he was talking about. The Patternator has four pilot controlled switches that can turn off select nozzles. This operator had things figure out. Even though he had a flow control unit with his GPS, he pointed out that to be sure the rate is accurate the flow was increased by changing the pressure, which in turn affected droplet size. 

With the Patternator, not only was he able to change his flow rate with minimum pressure change, he was able to “move” the nozzle set up by four nozzles from left to right on the aircraft.  When going downwind, he would turn off a predetermined number of outside nozzles and when reversing the swath to upwind, he would turn on another predetermined number of nozzles on the opposite boom. 

Yes, it is a bit hard to visualize, but keep thinking about it and it will come to you. He’s assisting the flow controller by the number of nozzles spraying. As a bonus, when he repositions the nozzles that are spraying, he is reducing them on the outside of the upwind side boom. Depending on the direction of the wind, usually the upwind wing’s vortex causes a greater risk of drift. Interesting stuff. 

We live during exciting times in ag-aviation and the future promises to be even more so. In some ways, it is a pity that beginning ag-pilots, in many cases, will miss sitting behind a radial engine; trying to figure without GPS where the next swath should go in a wheat field planted round and round with a grain drill and to never explain to a flagger how to walk across that wheat field in a straight line. 

Every year, I see more ag-pilots starting out or transitioning into turbine aircraft. I don’t believe that to be a big problem, providing it is done correctly. One operator I talked with didn’t see the value of attending a school’s turbine transition course. He assured me that he wouldn’t let a pilot start or fly one of his turbines without fully checking him out. I suppose in some cases that would work. However, a pilot cannot have too much training on something that is foreign to him. It has to be better to be checked out in a dual cockpit turbine aircraft before launching out solo without that advantage. I prefer to err on the side of caution.

I will be talking with a lot more of you in the coming months at state trade shows. I hope that you continue to stop by AgAir Update’s booth and tell me these things. It is challenging stay caught up with an ever changing industry. Our one-on-one sessions at the booth, or in the bar, help me to stay in the loop. 

Until next month, Keep Turning…

A family business

When growing up, I was always told not to brag about yourself. That makes sense. Usually, if someone is bragging about what they are doing, one has to take it with “a grain of salt”. Of course, the exception to that is when it comes to children and grandchildren. In those cases, bragging rights have been earned. 

I am going to make another exception that ties in with the children bragging thingy. At AgAir Update, we have made it our mission to serve the ag-aviation industry the very best that we can. Coming from a longtime ag-aviation background, I have tried to parlay my experiences into print and, now, electronic mediums. Ironically, I have learned more about ag-aviation from publishing AgAir Update than I ever learned while flying ag! 

Sometimes I take it for granted that everyone who reads AgAir Update knows we are a small, family run business, not unlike most ag-operations. Sandy and I have been working partners, as well as husband and wife, since the early days of AgAir Crop Service nearly four decades ago. Today, she still comes to the office and handles the payroll, statements and other bookkeeping chores. If you have ever called about an invoice, then you probably have spoken with her. 

Graham, my son, started with AgAir Update selling classifieds and creating our website while he was still in high school, over 15 years ago. He had to try out the other business world for a while after college before coming back to roost full time with AgAir Update six years ago. My, how time flies. Not only does Graham handle all of our extensive electronic media, but increasingly he is taking on the day-to-day activities at AgAir Update, including writing articles. I know you will enjoy his article and fantastic photography in this month’s edition for the Everidge family cover story. He did his old dad proud with this one while I was goofing off somewhere else. 

Earlier this year, Casey, my daughter, came to work with us full-time. She had helped in the business several years off and on while completing a college degree and starting a family. To better serve our readers, Casey is helping refine our subscription and classified databases. She has also been instrumental in the development of AgAir Update’s Marketplace, where readers can buy ag-aviation related items. And, she helps her mom by taking on more bookkeeping and administrative responsibilities, making her a very busy woman. 

I am content that my family works alongside me at AgAir Update. It has been interesting to watch this happen. Most families don’t have this, except maybe for those of us in the ag-aviation business. Many AgAir Update readers know about this firsthand as they raise their family to work together in the business. It has its challenges, no doubt. You have to be considerate and not just get mad and fire them like some wayward employee. However, this coin has two sides. It is to their credit they are tolerant with a grumpy old man who thinks the only way to do things are his way; well, maybe not always. 

For the most part, the industry has put another spraying season behind it. This is true for us at AgAir Update, as well. Like others who support the industry with products and services, our work schedule changes as the demand to stay in the air lessens. Aircraft will take a well-deserved break, getting in line for annual inspections. The same holds true for pilots and business owners, taking a break, resting the soul. However, the time between seasons has become less and less with each passing year as more applications are being made in the late fall, winter and early spring. Still, the need for rest and repair are needed. Be sure to get it. 

Until next month, 

keep turning...

Economics 101.5

To indicate that I have a degree in economics, or a degree in anything for that matter, would be a complete untruth. However, like many of us, I think about the economy. I have given it more thought lately than I would like.

For the past 5-7 years, the U.S. ag-aviation economy has followed the agricultural economy and continues to be on the upswing. With 40 years in this business, I have seen ag-aircraft dealers struggling during bad times to sell an overwhelming inventory. Now, I see them struggling, in a sense, to schedule a delivery within a reasonable time frame. The annual production of ag aircraft has nearly doubled during these years. This is a direct reflection of the good times ag-aviation is experiencing.

There are other indicators of these good times for most ag-operators worldwide. Looking back at prices charged per acre, they are up today. Operators are investing in better equipment. They are even operating in a different way than in the past, having more cash flow.

With my homegrown degree in economics, I attribute these improvements in ag-aviation mostly to a significant increase in commodity prices and the introduction of relatively new chemical applications, like glyphosate for burn-down and Headline for fungicide applications on soybeans, corn and wheat. Both of these practices improve the bottom line for growers and that in turn helps the aerial applicator; but you already knew all this, no revelation here.

My observation is this - now may be the time to incur debt service, meaning taking out a loan. My philosophy is do not finance anything that depreciates as fast as you can pay it off, or nearly as fast. Ideally, debt should be reserved for appreciating items. Until recently, that would have been real estate. At times, it could have been aircraft. There are two very good reasons for this viewpoint; one is the increase in equity grows from loan reduction through payments and value increase in the collateral. The second reason is these type of loans can be long term, with relatively low fixed interest rates that can be paid off early without penalty; key elements to borrowing.

Today’s economic environment leads me to believe we are in the last days of low interest rates. As interest rates start to climb, my belief is inflation will increase. We already live under a false CPI issued by the government. It would be hard to convince anyone who buys groceries, gas, clothes or dines out that the CPI is less than 2%. For me, that’s an outright lie. Really, it is more of a manipulation.

What does all this ultimately mean to the ag-operator? It means that you should be buying a new ag-aircraft, or updating your equipment, especially high-end equipment like nurse trucks, GPS systems, hangars, etc. Why? Because if you can secure a low interest rate for an extended period, ten years or more, without penalty for early payoff, that note payment is going to be significantly easier to make after a few years of double digit inflation. Do you remember your first house payment, for those of us that had one 30 years ago. My power bill, today, is more than that house payment was back then.

So, by initiating this type of debt service for a purchase at today’s prices, you are working the economy to your favor from two fronts. The cost of money is relatively cheap and will be fixed during times when low interest rates are no longer available. As inflation drives up the price of equipment, yours will follow in value.

The hidden villain is waiting. If you believe you are going to be in this business for another five years, when the time comes, new equipment costs and borrowing could be dramatically unacceptable, if not more.

My take on the economy could also be applied to your personal life. House prices are at their lowest, and may go lower, but in the short term seem to be stable and in some cases going up. And, you can almost buy a new vehicle interest free. If structured right, a percentage of the interest you do pay is offset by a tax write-off.

This is my way of bracing for what I believe is about to come in the future for the economy; high interest and inflation rates. Prepare now with fixed interest rate loans on high-ticket items, long term enough for this pending economic collapse to pass.

The caveat to all this is cash flow. If your business cannot sustain the cash flow (payments) requirements, then this could be a very bad thing, going into more debt. However, there are good reasons to believe the agricultural economy will hold fast during these projected times. People will continue to eat and there are more people every day, seven billion plus.

When the Argentine economy and its peso collapsed in 1999, agriculture was the pillar of what was left of it. It will be interesting to see if the same holds true for the rest of the world, particularly America, should our economy and the dollar collapse in the near future.

Disclaimer: The advice you get in this editorial is worth exactly what you paid for it, nothing.

Until next month,
keep turning...

August 14, 40 years ago

Today, I am taking a moment to pause; August 14, forty years ago, I soloed a C-150 after a week of preparation. It was the beginning of a forty-year career in aviation for which I have no regrets. 

It was summertime in Fort Valley Georgia, only 10 miles from where I live today. My roommate was a crop duster. I was a 20-year old optician. My roommate kept throwing his $1,000 weekly pay checks on the kitchen table, knowing I would see them. I was earning less than a fifth of that amount. Obviously, if he could be a crop duster, I could, too. Never mind I had never flown a day in my life, except for a single one-way trip in an airliner to Cleveland, Ohio. 

I would like to recant in detail how I got from a C-150 to where I am today. However, that would be more like a book than a blog. In short, I was able to earn my Commercial license 90 days after soloing, just in time to follow the season to Florida. I never got that seat in Florida, but I did land one in Georgia the following summer of 1974 flying a Hutcherson 235 Pawnee. 

I flew three seasons in two consecutive years for three operators before opening a flying service near where I took those first flying lessons. I named the flying service, AgAir Crop Service. After owning several different ag-planes over the next 10 years, I ended up selling the flying service to my competitor, then flew for him the next 15 years. 

Those 27 years of ag-flying shaped my life in many ways. I surely learned the meaning of hard work, going broke and figuring out how to get back on my feet again. Little did I realize those years were helping to lay the groundwork for AgAir Update. 

In 1985, when I sold my flying service and became a pilot, I had time to look at other ways to supplement my pilot’s income. This eventually led me to turning a four-page newsletter into today’s AgAir Update that reaches all points on the globe in three languages. I had no vision for AgAir Update. I couldn’t type and I had never taken a writing or journalism course. However, I knew how to emulate those who could and that is exactly what I did until I learned the ropes. 

Here it is 2013. Who could have dreamed I would still be at this game of ag-aviation. By all accounts, there was more than one instance while flying ag I should have killed myself. Like I’ve been known to say, “God looks after fools, drunks and Bill Lavender.” He did well and I am eternally grateful. 

Much of the good fortune of these forty years is the direct result of my wife of 38 years, Sandy. Without her, God only knows what would have become of me. However, my good fortune extends even beyond her. Both my son, Graham, and my daughter, Casey, work with Sandy and me at AgAir Update. It is a blessing that only a few enjoy.

What is to follow in the next 40 years? In all likelihood, I won’t be around to see all of it. However, Graham has made great strides in helping Sandy and me with managing AgAir Update. I imagine Casey will become an important part of the picture, as well. My plan is to never quit this career, just not be at it quite as hard. Besides, quitting would entail giving up many lifelong friends in this business and lead me into a life of boredom. 

Thanks to the Internet, you will have the opportunity to read this blog on my celebratory day, August 14. My family is planning a quiet get-together tonight here at home. We’ll look at old photos and have a toast to the past and another to the future.

Until then, Keep Turning... 

Bill Lavender/AgAir Update

Is there a UAV in your future?

There have been numerous references to UAVs (Unmanned Aerial Vehicles) in the news. Of course many ag-pilots wonder, or even fear, that these aircraft will replace them. I don’t think so, at least not anytime soon.

Recently, the University of California Davis and Yamaha Motor Corporation teamed up to develop aerial spraying of vineyard in the Napa Valley with a RMAX helicopter. The university is one of few who have FAA approval for flight testing with a UAV. The RMAX is a small, motorcycle-size, remote controlled aircraft that is capable of carrying a 16-liter (about four gallons) load. It works at 15 MPH. This RMAX is popular in Japan treating rice paddies that are typically five acres or less.

I suppose, by now you know where I am going with this. There are huge, insurmountable problems using a UAV to compete with aerial applicators, as we know them. Obviously, a four-gallon load traveling at 15 MPH is not going to cover very many acres. It is not that it couldn’t be done. It is the lack of efficiency and need.

The very nature of aerial applications is time and access oriented. The grower needs the application yesterday and/or the fields are too wet for ground equipment. Today’s UAV cannot meet that demand. Sure, there may be isolated instances where a very small plot in a sensitive area would be best served by a UAV. However, a UAV like the RMAX will never be able to respond to the workload of a typical aerial application company.

Already, you are thinking, “Maybe not today’s UAV, but what about those of the future that could carry a large load?”

There are a couple of issues that would need to be addressed for this to happen. First, and this is pure speculation because I don’t know the price of a 500-gallon capable UAV, I can’t imagine this type of a UAV costing less than our ag-aircraft, as it would have to have the same capabilities, plus more sophisticated GPS and an autopilot system.

What is of more importance is the demand factor. There is no epidemic shortage of ag-pilots , or people willing to become one. As long as there are ag-pilots, I cannot envision them being replaced by a UAV. Why would they?

There are instances in aerial firefighting where a bird-dog aircraft flying into smoke in mountainous terrain may be a fit for the UAV. However, that does not replace the SEAT pilot. If the situation dictates flights that are too dangerous for a pilot, maybe the UAV will find a use. That is not the case with the vast majority of aerial applications.

The UAV industry will undoubtedly grow and improve. That is simply the way technology works. It will meet resistance from those of us who want our privacy from them, and rightly so. The agricultural UAV would not fall into that category. since it would be flying over agricultural land. As it develops, I believe it will find its role not only in dangerous situations unfit for a human pilot, but also is surveillance of crops, or fires, for management purposes.

Not unlike ground machines some operators use for specialized applications, there may even be a place for the UAV at your ag operation. What is the cliché? “If you can’t beat them, join them.” Adding a UAV observation or specialized application service to your operation may be viable, especially when you consider being able to spread the costs over multiple growers making the technology more affordable on a per-acre basis.

Those who may have more to fear from the explosion of UAV technology could be the ground machine operators and manufacturers. The UAV could eliminate risks to the ground machine operator and replace its viability in small and application unique locations. When you see a green UAV with the John Deere logo emblazoned on it, then you will know for sure the direction of this up and coming technology. Until then, rest easy and do everything possible to keep the uninformed do-gooders from trying their best to shut down aerial applications (of course, wouldn’t that also apply to the UAV?).

Until next month,

Keep Turning   

“Keep Turning” - What does it mean?

During a recent trip to Brazil, I was asked by Diego Preuss, owner of DP Aviacion, what does “Keep Turning” mean? Let me point out that Diego speaks perfect English. I was a somewhat surprised that he would ask me this. My longtime translator, Ernesto Franzen, had already warned me that the words, “Keep Turning” could not be translated into portuguese. My espanol translator, Walter Jazun, seemed to not have any problem translating the words into espanol, at least he did not advise me to find a better catch phrase like Ernesto did! 

Being a hard headed and determined soul, I did not follow Ernesto’s advice. Instead, I decided I coin this new phrase in English for all of ag-aviation worldwide, including Latin America. To me, this was no different from a Brazilian or Argentinian saying, “Swathmaster”. I have no idea how that would translate, probably it would not. So, everyone says, “Swathmaster” and all ag-pilots know what it is. 

When Diego asked me, “What is this ‘Keep Turning?’”, I knew I might be in trouble. Hopefully, when you finish reading this editorial, you will know and understand “Keep Turning” and it will become a common comment for you as an ag-pilot. Obviously, no one else in Latin America, except an ag-pilot, will understand what you mean! 

How do I write this? Writing in English and hoping my excellent translators can convey my words into thoughts that make sense, “Keep Turning” is like “Continue”. However, as all ag-pilots know, if we are not making turns after the end of every spray run, we are not making money. If we “continue” to make those turns, then we are assured to line up on the next GPS line, turn on the “money handle” and be able to make a living flying an ag-plane. 

When you read, “Keep Turning”, at the end of my editorial it is being used as a salutation of good will. I want you to keep turning your ag-plane back to the field to make another safe and profitable pass across it. A lot can be read into these two simple words. If you “keep turning”, then you are flying in a safe manner. Flying dangerously, will surely one day stop you from making that turn back to the field. So, you need to fly safely so you can “keep turning”. Right? 

These two words can also mean for you to make a profit, or treat more acres. How can you do this if you do not turn around the aircraft at the end of the field? You have to “keep turning” to work your way across the field, pass after pass, and eventually you have finished it. Right? 

Until a person is exposed to a different language, they often don’t realize how languages intertwine. Americans see espanol and portuguese words all the time and don’t realize it, e.g. rodeo, banana, cilantro, coyote, TV, Internet cafe,  capital, general, plural, etc. and the list goes one. When I travel in Latin America, I often see the use of English words and no one thinks any different. These are called cognates. However, you aren’t reading this editorial for a linguistics lesson! 

Hopefully, the next time you read “Keep Turning” it will have meaning for you. You may only see it, now, in AgAir Update. However, as it becomes a more common term for ag-pilots, you may see it elsewhere. It is OK with me if others use it, almost like a secret code between ag-pilots. We all know the importance of “Keep Turning”. 

So, until next month, 

Keep Turning...

To stall-spin or not

In May, Brazil lost another ag-pilot. This time all evidence points to it being a stall-spin accident in an AT-502. This is an all-too familiar accident for the U.S. ag-aviation industry. Of course, there are more ag-planes in the U.S. than any other country.

The AT-502 is an excellent flying ag-plane. Any “502” pilot will tell you this. The stall-spin accident is not the fault of the aircraft. Simply stated, it is always the fault of the pilot; unless there has been a structural failure. That having been said, the question is why?

Ag-pilots by definition are highly capable of flying an aircraft on the edge of a stall in various weight configurations. They are acutely aware of the consequences when flying at gross weight. However, my speculation is they let down their guard as the aircraft becomes lighter during the application.

I don’t have the data and doubt it is even collected anywhere, but I feel confident believing most stall-spin accidents occur in lightly loaded aircraft; precisely when they shouldn’t ever happen.

The performance of an ag-plane once it reduces its load to near nil can be astounding. After battling this ship for an extended time, flying near the stall, it becomes somewhat of a relief to feel the performance of the plane with its light load. Factor in that a lightly loaded aircraft is more productive; the pilot now may try to make up for perceived lost time during the loaded phase of the application.

Over 25 years ago when I sold my flying service to my competition, one of the things I noticed was his ability to fly the aircraft; every turn was like the first one. I did not see him “jacking” the aircraft around when it became light. It was an interesting observation because he was just as productive, if not more so.

An ag-pilot should realize simply being in the cockpit of an ag-plane makes him “the pilot other pilots want to be”, as the bumper sticker says. He should not feel the pressure to prove otherwise with exotic turns that put his life and the aircraft in jeopardy. That’s right, his life. Pilots don’t survive stall-spin accidents.

There are two types of audiences the hot dog ag-pilot is performing for; those who don’t know what it takes to fly an ag-plane and those who do. The ones who don’t know, like the general public pulled off the side of the road to watch you fly, are more impressed with your low flying than your turning. Those who do know are not impressed with your lack of judgement.

The next time you have the urge, when it is cool or late in the day and the aircraft is performing beautifully, think if it is necessary to live on the edge of a stall-spin accident. Trust me, better pilots than you have been killed by not being able to resist.

Until next month, Keep Turning...