The obvious

It is Thursday morning in Louisville, Kentucky. I am in my hotel room writing this editorial after a bustling two trade show days at the NAAA 48th annual convention. Everyone I spoke with about the convention, attendees and exhibitors, were pleased with the show. I know AgAir Update’s booth had a steady stream of visitors, and our cameras had an ongoing audience of smiling faces. 

Of those operators I talked with about their season, most had an average year. Some were a little off and a few did better than in previous years. I have found that when an operator has several good, or extraordinarily good seasons back to back, then a normal season seems to be “off”, or slow; the excellent year becomes the norm. 

One or two operators told me they had not attended an NAAA convention in several years. For some, as many as 10 years had gone by without attending. They admitted the industry is in a transition, a good one. A new generation of pilots are coming in, along with technology that is hard to keep up with, particularly for those “baby boomer” pilots. The new and younger generation do not seem to struggle with the challenges of evolving technology. However, the ag airplane still requires a talented pilot that even the best technology can’t replace. I hope we do not find ourselves in a techno-overload situation. 

If you have heard it once, you’ve heard numerous times before; winter is the time to complete all the squawks on the aircraft and ground support equipment that you have put off during the season. When I had a flying service in the last quarter of the 1900s, there was a distinct time when the season started and ended. Except for some early herbicide and fertilizer 911 work on wheat, most spraying didn’t start in Georgia until the ground temperature was high enough to plant. After a “killing frost”, you could say that year’s season was over. Today, this is hardly true for a growing number of operators, particularly those in the Southern states. This means it is just that much more important to prepare for next year at the very earliest opportunity. 

I know you will enjoy the January edition of AgAir Update. Be sure you read about this edition’s feature article about the Cascade Power Upgrade. Just as you can never have too much runway, you never have too much horsepower. The PT6A-42 engine is just the right amount of extra horsepower to make the AT-502 series aircraft a real performer under any conditions. 

Sometimes, the obvious eludes you. The turbine Thrush has been around for over 35 years. During those years, lead ballast was used to keep the aircraft within CG limits. Of course, this added extra weight (in most cases about 300 pounds) that was leveraged, affected the way the aircraft flew. Personally, I have always liked the way a Thrush flies. However, I like the way the H80 flies without the ballast a lot better. Guess what? There are now two companies, Cascade Aircraft Conversions and Turbines, Inc, that have designed a new turbine Thrush engine mount and changed the prop that eliminates the ballast. Such a great idea. I have not flown these two conversions, but plan to sometime in 2015. I will be sure to let you know how they fly. Like more horsepower, less weight is usually a good thing in an ag-plane. 

You will see Graham and me at many of the state shows this month. Please come by our booth and let’s talk ag-aviation! 

Keep turning…

  

Sitting in the lobby

During a recent trip to Long Beach, California to attend NAAA’s fall board of directors meeting, I was doing some writing in the hotel lobby. Someone walked up and asked could they sit down beside me. It was Bruce Hubler of Valley Air Service based in Idaho. With him was his pilot, Joe Coppick. “Sure,” I said. “Take a seat”.

“I bet you thought you’d come down here and get some work done and here we come along,” said Bruce. Well, not actually, I explained. If I had really expected to work, I’d have stayed in the room writing. However, I preferred the company of others. I went on to tell Bruce and Joe that the upcoming week would be the busiest of the year for AgAir Update and myself. I had approximately five days to crank out three editorials (Latin and Show Guide editorials and this one), along with no less than three articles, of which one was the cover story for November.

For me, writing is a labor of love, mostly labor. Not being a trained writer, I find it challenging to sit down to write; one of the more important and essential jobs I have at AgAir Update. Typically, I end up procrastinating until I am backed up against a pending deadline, then I go into overdrive. If I had flown my Thrush in the same manner, it would have taken no less than three aircraft to do the work of one!

If you are reading this, either online or holding the print edition, then you know I got it all done, despite putting off my duties until the last minute. The wintertime can become the same scenario for an ag-operator, maybe not so much for the ag-pilot. You just completed a stressful season, long days, very little rest and now it is over, for the most part. One of the last things you want to think about is getting ready for next season.

Think about it, you should. It will be much more practical for you to begin making those delayed repairs and updating equipment earlier than later. When you wait, you find yourself under pressure, again, to get the job at hand done and that often is not the best way to complete a task. I know, I deal with it every month, writing and meeting deadlines.

Back to the NAAA board meeting; as I was reading through the “board book”, a preparatory document for the meeting, I came upon a page with a list of names. It was the names of the then current board of directors for NAAA in its recently adopted Constitution and Bylaws, circa 1984. As I looked over the names, many dead and none any longer active in the NAAA, I came across one name that stood out, Bill Lavender. Gee, thirty years of attending NAAA board meetings with darn near a 100% attendance record for the spring and fall meetings. I think I missed one of each of those meeting in 1986.

When I think about the NAAA from those days and compare it to today, it amazes me how much has changed. I can say improved, but not without giving credit to those that came before the current board. Their wisdom helped to shape NAAA into an effective association of its peers. We in this industry of flying agricultural aircraft are fortunate to have the NAAA, a viable organization looking after the interests of all.

I did not intend to get into a pro-NAAA dissertation in my editorial. Remember, I am not a trained writer and this is where I ended up. Know, that without NAAA there would be no Professional Aerial Applicators Support System (PAASS), no annual convention, probably federal fuel taxes and who knows, maybe not even an industry, along with numerous other benefits provided by NAAA to our industry. I am not going to ask those of you who are not members to join. I shouldn’t have to!

Until next month,

Keep Turning…

 

Social media and Facebook

I have never really wanted to believe I was “old school”. However, there does come a time in your life when you have to accept the fact your thinking was formulated from another time, providing you live long enough. Those of us from an older generation of ag-pilots probably realize this most when we try to figure out something related to the Internet, or some new software on our computers. For me, one of those challenges has been the social media site Facebook. 

I am not a Facebook user for a couple of reasons, mainly that I don’t subscribe to displaying my life on the Net; the same reason I don’t Tweet. Of course, I am often told you only place what you want to be viewed and that I would ultimately control the situation. That makes me think of those who found themselves in a pickle from a Facebook post! 

Facebook is undeniably a fantastic communications tool and that is exactly why AgAir Update has a Facebook account (not me). I am grateful the industry as a whole does not feel the same way that I do about Facebook, otherwise, it would not be an effective communications tool. My son, Graham, is AgAir Update’s IT guy. He launched the AAU Facebook account a couple of years ago. He is very astute at not over posting, only data that is of interest at the time, nothing frivolous. Thirty days between print dates for AAU can be a long time when something important takes place. This is where Facebook is so useful; we can post information to the industry in a very timely manner.  

Since we launched AAU’s Facebook account in English, it has gotten a little over 4,200 Likes. For such a small industry, that is pretty good. Even more notable is last month, Graham created the AAU Brasil Facebook account and within four days, it had about 3,000 Likes. A month later, AAU Brasil’s Facebook Likes exceeded 6,300! What is going on here? 

There are 231 registered ag-aviation companies in Brazil with an estimated 1,900 ag-pilots, far less than the 6,300 Likes. Obviously, many more people than the number of pilots are in someway involved in Brazilian ag-aviation. It also points out how “in tune” Brazilians, as I have found in all of Latin America, are with social media and the Internet. Some of this is because the printed mail service is so poor and slow in Latin America, as a general rule. 

AgAir Update’s challenge is to stay relative for its newly acquired Likes on both of AgAir Update’s Facebook pages. Trust me when I say, “challenge” to manage these social media sites. It is not just dealing with the differences in languages, but also cultures. Ag-pilots in the U.S. are different than those in Brazil and other Latin American companies, yet we are all the same. There may seem to be a conflict in that statement, but not really. 

Ag-pilots worldwide generally have the same values and are all excellent pilots. They are motivated by the same things. I have no problem finding commonalities whether I am in South Africa, the South Pacific, Latin America or the U.S. Each geophysical location has its own culture, but all are still ag-pilots at heart. 

If you have not visited AAU’s Facebook page  www.facebook.com/agairupdate2, please do. You’ll find tidbits of information that will hold you over until you get the full story in print. Be sure that you “Like” us! 

Until next month, Keep Turning…

Don’t wire the dump handle closed

Last month, Graham and I made a trip north to visit an ag-operator in North Dakota and several advertisers in Minnesota. It was a good trip, taking about 15 hours of flight time over four days. One of the advertisers we visited was WinField, a division of Land O’Lakes cooperative. WinField is the manufacturer of a long list of adjuvants that provide drift control, surfactants, oils, water conditioners and utility uses (defoamers, colorants, ph adjust, etc.). The company is not new to the adjuvant business. However, only recently has it begun to market its products to the aerial applicator.

During our visit with WinField, two points were very notable. First, WinField takes a different approach to working with the aerial applicator than some other chemical retailers who provide aerial application services. It desires to partner with the aerial applicator and the chemical retailer to provide a complete service to the grower. Second, WinField has undoubtedly one of the most sophisticated research facilities in the nation, based in River Falls, Wisconsin. Here, the company has several acres of test plots as well as a wind tunnel for testing nozzle configurations. This particular wind tunnel is for ground applications, but much of the research is applicable to aerial applications. For aerial-specific research, WinField partnered with BASF and the University of Nebraska Lincoln to help sponsor the aerial wind tunnel in Nebraska. This wind tunnel is capable of replicating aerial applications for research.

Our host while at WinField was Tony Goede. Many readers will remember Tony from when he worked at BASF. Now, Tony is leading WinField’s entry into the ag-aviation business as its aerial point person. Tony is who you will see in the field and meet at the trade shows. Compared to some of us that have been in the ag-aviation business for decades, Tony is relatively new at this game; but, I have found out that he knows his stuff.  

Planes: Fire & Rescue was released in movie theaters last month. It grossed over $18 million its first weekend. I took my eight-year old grandson to see it. I needed “authoritative” feedback before I passed judgement on the movie. My reaction, overall, was for the extensive effort made to be realistic, several key points were missed; pontoons were referenced instead of floats, scooping (only three times in the movie) made flying vertical up a waterfall and overwhelming fire storms. But hey, it’s a cartoon. I tend to forget that, thinking Planes: Fire & Rescue was created to present SEAT ops in a greater and more heroic light.

I suppose for the general public, they would be less skeptic of the movie and believe at least part of the it; that aerial firefighters, and firefighters as a whole, are heroes. They do risk their lives, albeit in a professional and well-calculated manner, not quite as recklessly as Dusty Crophopper.

You know, what I think doesn’t matter. It was the wholehearted endorsement of my eight-year old grandson that proved the Disney folks were right on target with their target audience. If the SEAT and firefighting industry benefitted from it, all the better. Go see Plane: Fire & Rescue with an open mind and enjoy!

On a closing note, my graphics person, Deborah who has been with AgAir Update for over 20 years, pointed out that it seemed an inordinate number of Part 137 accidents reported by the NTSB where the aircraft ended up off the end of the runway after takeoff. I read through the reports and to the credit of the pilots, a significant number of the accidents were mechanical related, e.g. power loss.

It pays to hitch up your pants on every takeoff, thinking 100% about what to do if there is a power loss. The biggest asset an ag-pilot has is the dump handle. Don’t be afraid to use it. Dump and sort it all out later. If you crash the aircraft, the contents in the hopper are lost anyway.

Taking off in a twin engine aircraft is obviously not the same as with an ag-plane. The exception is, both of these pilots must be acutely aware of the consequences of a loss in power. I never depart in our Baron that I don’t go over a contingency plan for losing an engine during takeoff. Something as simple as: “When the hand is on the throttles during roll out, kill both engines in an emergency. If the hand has moved to the gear handle and retracted the gear, fly the aircraft.” It is not always that “cut and dried”, but the point is to clear your head and be ready for the unexpected. I have heard all too often the turbine engine doesn’t quit. And, it normally does not, which causes a degree of complacency. Believe me, a turbine engine will quit. I have had two different ones do it and both times were during takeoff.

Until next month,

keep turning…

Is there a UAV in your future?

It seems like every day I receive news concerning the proliferation of unmanned aerial vehicles (UAVs). This phenomenon is catching on like a wildland fire. Earthbound entrepreneurs are seizing the moment, reaching for a gold mine in the sky. 

I don’t see UAVs and their inherent problems going away, only becoming more of an issue for agricultural aviation worldwide. Unless some sort of action is taken in the U.S. by the FAA, or maybe even the FCC, we could see a UAV being the gift of the season at Christmas time. My confidence in the general public is not one of believing this is a good thing. 

If I am not mistaken, the position of the NAAA is for UAVs to be equipped with a strobe light and ADS-B out technology. I am not against that. However, this concept would require ag-aircraft to have a receiver onboard. Maybe the receiver could be incorporated into the GPS unit. 

The UAV should have exceptional markings with high visibility strobes. Even then, it is going to be difficult to see them in the air. All of these suggestions increase the gross weight of the UAV, requiring it to be larger and more expensive. 

My idea would be for pilots of these UAVs be required to file a flight plan on a specific web site giving time of day, duration, altitude and location of the flight. Ag-operators would subscribe to alerts from the web site for locations that affect their operations. In combination with a transponder alert, knowing there will be a UAV in the area during spraying operations, hopefully, will give pilots a head-up advantage. 

With the UAV being built larger to accommodate a transponder and strobes, which both require an electrical system, it should be to some degree easier to see than a smaller counterpart. Also, as the price of a UAV climbs, less would be sold to “Regular Joe’s”. 

A high price tag would also tend to make UAV operations a commercial endeavor that ag-operators could become part of; no more UAV Christmas presents. I have always thought the ag-operator should view this technology as an opportunity to offer more services to their customers. 

I do not envision any significant spraying operations being carried out by UAVs. No doubt there is technology available today to spray with them at some level. It has been done in Japan with mini-helicopters for years. During my career, and probably not during anyone else’s career who is reading this editorial, UAVs won’t be spraying the typical field that ag-pilots treat.   

When it is all said and done, there needs to be latitude given to those “who were here first”. Aircraft operators and pilots have to adhere to a specific set of rules called the Federal Aviation Regulations (FARs). Pilots must be of sound health, tested every two years for the issuance of a Second Class Medical. The aircraft must pass annual inspections governed by the FAA. How is it UAVs and their operators do not have to do the same? 

Until next month, 

Keep Turning…

Surveys: What good are they?

For the last few years, AgAir Update has included a survey question in many of its weekly eEditions sent via email. The responses to these questions have been overall very good with interesting indications. I spent a little time to look over a few of them and decided to summarize some of the results in this month’s editorial. 

One thing I noticed was the responses numbered generally in the 100-120 range. For electronic surveys, that is considered an indicative number; meaning that a fairly accurate reflection of the industry. 

The first and second surveys I viewed were about affiliation with industry associations. Of 116 respondents, 106 (91.3%) said they were a member of their state association. Likewise, when the question was how many were NAAA members, of 133 respondents, 117 (87.9%) were members. Those numbers are good indicators of the professionalism level our industry has reached, where most are a member of an industry association, at least with AgAir Update readers. 

Another survey asked which type of mobile phone was used. Not surprisingly, the iPhone led the 113 responses with 66 (58.4%), while the Android came in second with 37 (32.7%) and all other mobile phones were the balance (8.9%). This should be valuable information for any ag-aviation vendor who is considering developing an app for a smart phone. 

The next two survey questions probably could start intense hangar talk conversation, only bested by how to dump a load, or take off with or without flaps and that is, “How do you land loaded?” and “How do you land empty?”. For the loaded question (no pun intended), of 140 respondents 115 (82.1%) claimed to wheel land when loaded. That makes plenty of sense. No doubt landing three-point would be slower and potentially safer if you lost control of the aircraft or needed to stop short. However, miscalculate the flare and stall speed for a three-point landing and you could do lots of damage to the aircraft. 

Obviously from the second question about landing empty, ag-pilots must generally like to wheel land when out of 116 respondents, 72 (62%) preferred to wheel land even when empty. For me, wheel landings are easier than three-pointers. Whenever I evaluate a different and strange aircraft, I always wheel land. I have more control through the touch down phase and can more easily abort if needed. 

Like runways and fuel, you can never have too much lift with a loaded ag-plane. In the past, vortex generators (VGs) were considered smoke and mirrors. Today, these lift enhancing devices are fairly well-accepted by ag-pilots. Of the 85 respondents, 56 (65.8%) said their aircraft was outfitted with VGs. I speculate not all 56 could be wrong, so there must be something about VGs that help the ag-plane; just don’t walk on the wing barefoot or pull the fuel hose across them.

Ag flying is strictly a VFR endeavor. Sometimes the ferry to and from the job or to relocate can put the unsuspecting ag-pilot into a world of trouble by encountering IMC conditions that require the skills of an IFR pilot with IFR equipment. Of 120 respondents, 59 (49.1%) were IFR certified. The survey question did not ask if the pilot was IFR current. That is the key. Having an IFR ticket only gives you the ability to learn about real IFR flying. It has no relationship with ag-flying. Even more notable, the IFR rating is not much good if the plane does not have IFR equipment. 

The IFR rating question created up a couple more survey questions; “Do you have an attitude indicator in your aircraft?” and “Do you have a VHF radio in your aircraft?  The attitude indicator should be standard equipment for an ag-plane. Not to be dependent upon, but to hopefully save the pilot from spacial disorientation in the clouds or fog. The intent is to stay the heck out of IMC, but as we know, it does not always work out that way. For the attitude indicator to be of any real value, some practice using it would be needed, and with a single seat aircraft, practice under the hood would be an FAR violation without a safety pilot. Now what? From 65 respondents, only 19 (29.2%) have one in their aircraft.

As for a VHF radio in the aircraft, the survey question asked if the pilot communicated with other pilots on 123.45. From 99 respondents, 59 (59.5%) uses a VHF radio. That is a good practice, even in VFR conditions. Too much talk is distracting, but if everyone monitors the channel a lot of good can come from it. Maybe ag-pilots should come up with their own discrete, universally accepted frequency. That way general aviation pilots would not be chattering and listening in to our conversations. Also, the VHF has another frequency selection, 121.5, the emergency frequency. Getting caught in the fog, pulling up through it and finding yourself stuck on top, calling ATC might be of some help.

With the last survey question I viewed, paraphrased, “How much do you charge per acre?”. Oddly enough, there were more respondents willing to respond to this question than any of the others, 150.The majority of 35 (23.3%) charged $8.00 USD per acre. There was a range from $6.00 to $10.00 or more that represented 22-26% of the respondents. Less than 1% each charged $3.00 or $4.00. This does not take into account the volume rates or whether the work is dry or wet applications. These results are just a generality, but does demonstrate where our industry is with pricing. 

I find the information from AgAir Update’s eEdition surveys revealing. The more participates, the more accurate the information. Don’t hesitate to express yourself with them. They are single question surveys and AgAir Update does not know who responds. 

Until next month, Blue Sky and Tailwinds…

Keep Turning 

Why is Mississippi a safe state?

As ag-pilots prepare for another season north of the equator and those south of it look forward to a much needed rest, AgAir Update readers will find the April issue a refreshing read. The cover story is about the AT-504 and the success it is enjoying; not only as a fantastic training tool, but as a comparable workhorse to its sister ship, the AT-502. Spanning from Canada to Arizona to Brazil, the AT-504 is realizing acceptance worldwide with models being delivered as far as  into China and Australia. 

Thrush Aircraft continues to bring our industry new and innovative products. In this month’s issue, you will read about Thrush Aircraft’s announcement of its Switchback 510G Thrush. This aircraft has the Transland fire gate installed with quick removal features. Thrush is teasing us with limited information as of today, however, AgAir Update has been invited to make an evaluation flight that I am sure you will be reading about very soon. Thrush also recently obtained Canadian certification for its single and dual cockpit 510G aircraft (GE H80 powered). You can read about it also in this edition of AgAir Update. 

During the last days of January, I traveled to South Africa and was hosted by Ret Orsmond for a whirlwind, week-long excursion. South Africa is a beautiful and interesting country with only about 25 ag operators and 100 ag-planes; Orsmond Aviation owns 30 of those! I visited several operators, enjoyed great meals, hospitality and seeing the sights. I am in the midst of writing about that trip, dividing it into several parts as an AgAir Update Excursion in South Africa. The first installation of this series of articles can be read in this issue. 

It never hurts to remind ag-pilots of their responsibility to fly safe, while at the same time be profitable. That’s a very fine line to toe and the true professional ag-pilot can do it. From my experiences, I have found a few traits that define that ability: the first turn of the day is very much like the last one, knowing when to take a break from flying, get plenty of rest and eat a proper diet, recognize the infamous “chain of events” leading to an incident, put enough fuel in the aircraft and the list goes on. Those in the northern hemisphere have an opportunity to make this the safest season yet, hopefully with zero fatalities and a minimum of incidents. 

I am going to pose a question that should make you stop and think. At the beginning of the year, AgAir Update writes a summary of accidents from the previous year based on NTSB reports. For the last couple of years, maybe more, Mississippi has led the U.S. with the lowest number of reported accidents. Why is Mississippi a safe state? In 2013, there were none as report on the NTSB web site in January of this year (A recent check on the NTSB web site reveal in fact there was one accident in October in Mississippi). This is understandable for a state like Wyoming where there are not as many ag aircraft. However, Mississippi ag-pilots log a significant number of hours. I believe praise should be given where due and Mississippi ag-pilots deserve the recognition. I challenge all states to match Mississippi ag-pilots’ safety record - this year is as good a year as any! 

Until next month, Blue Sky and Tailwinds….   

Keep Turning….

Diesel engines and fog

Undoubtedly, I come across a variety of unusual aircraft as editor of AgAir Update. It seems our industry is in a never ending effort to improve on its fleet of aircraft. Fortunately, the basic factory built ag-plane is sufficient to serve ag-aviation well. However, there continues to be variations of these aircraft being built by people who are striving to improve on their performance and/or cost of operation. 

Just the other day, I spent time on the phone talking with a North Carolina operator that has not one, but two, highly modified ag-aircraft. When I write, “highly modified”, believe me that is an understatement. 

My caller told me how he had used a B-model Ag-Cat and a Weatherly 601 to remove their radial engines from their airframes and installed Cummings diesels. Already, he had 80 hours logged on the Ag-Cat and 40 hours on the Weatherly. The Cummings diesel is capable of producing 1600+ horsepower for a few seconds, more than double the horsepower he was using. Its weight is less than a hundred pounds more than a R-1340 engine.  I must quantify the horsepower claim in saying it is a “tricked out” diesel like the racers use. 

The engines are installed “backwards” on the airframe with some sort of Pratt &Whitney power adapter. I don’t completely understand how that part works, except it makes the drive shaft of the diesel engine adapt to the propeller. 

The Weatherly installation has an automatic transmission installed. Imagine that! I was told the transmission is fixed in low gear and it helps manage the raw power of the diesel to the propeller. However, to keep the center of gravity in the proper place, the hopper of the Weatherly had to be removed. So, the aircraft is a test bed and not able to make applications. 

My caller went on to explain the economics of his achievements. The Cummings diesel is built nearby in North Carolina and cost about $26,000 new. It can be overhauled for less than $3,000. My caller has a timber company that uses this engine and some of the equipment has over 20,000 hours on their Cummings diesels. It doesn’t take a mathematician to see how these numbers make the cost of power very affordable. I was also told Cummings has developed a new fuel pump that can use crude oil, making the price of fuel even less. 

Oddly enough, my caller did not call me to talk about his two unique engine conversions. He wanted to talk about the composite Ag-Cat wings he was building and hoping to have an STC for in the very near future. Supposedly, these wings would be interchangeable. Obviously, they would be lighter and maybe stronger than the stock factory design wings. It would be an advantage to have only one wing or two in stock, instead of a full set of four due to the interchangeability. Instead of paint, the wings are covered in the wrap like seen on cars.

I haven’t verified, or flown, either of these two aircraft or examined the Ag-Cat composite wings. All of my information came from an extended phone call. However, I have no reason to doubt my caller, as he knows I will be visiting him this spring for an article. Even so, I am not so sure I will fly the aircraft. They are truly a radical design. Oh heck, maybe I will…

On a completely different note, in January Brazil lost two pilots in two separate Ipanema accidents about a week apart. In December, Uruguay lost a pilot in an turbine Air Tractor. One of the Brazilian pilots was relatively new at ag spraying, being only 22 years old. The difference in Brazil is ag-pilots are required to earn an ag-rating on top of their commercial license. This rating requires an extensive amount of training, much more than what is taught elsewhere in the world. To me, this points out the possibility of a weakness in all training. I don’t know the reason for the two accidents in Brazil, but different aspects of it point to stall-spin. The Uruguayan pilot was caught in the fog. Uruguayan pilots aren’t required to have the extensive training given to Brazilian pilots. 

I don’t know if you can teach stall-spin avoidance. Sure, you can practice simulated stall-spins, to a point. You can’t do them in a loaded aircraft close to the ground and this is where and how it happens. 

As for the fog, every ag-pilot will eventually be faced with fog. The best insurance against dying in the fog is an attitude indicator and practice using it. An instrument rating would be even better. Every instrument pilot knows unquestionably, you can fly in the fog without instruments for only a very limited time, regardless of your piloting skills. 

The flying season south of the Equator is still going strong and the one north of it has already started for some and will be starting soon for the rest. Stay out of the fog and don’t push the aircraft when it is loaded; a simple statement that sometimes is hard to follow. 

Until next month, Keep Turning…