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…
