AgAir Update - Agricultural Aviation's Newspaper

The final days...

2012-01-27T14:14:00.000-05:00

After a long day Wednesday, Gina, Marcelo and I met with Claudio “Patta” at the location he flies from, “Fazenda Guará”, a large rice and pasture farm. Patta has been flying for Fazenda Guará for 18 years. The farm plants 5,000 ha (12,500 acres) of rice. The farm uses 18 combines for the rice harvest with storage on the farm. Patta flies about 400 hours a year using a single Ipanema.

Patta is also a director for Sindicato Nacional dos Aeronauticas (SNA). This is a Brazilian general aviation association for pilots. Patta represents ag-pilots. He is working to host an ag-pilot congress in Cachoeira do Sul in August 2012.

After our visit with Patta, we began the six-hour drive east on BR290 highway to Cachoeira do Sul. There were several instances when traffic presented driving challenges that Marcelo handled very well. It was not uncommon to find yourself head-on with another car on the two-lane highway. Nobody gets upset, unlike the road rage that would be found in the U.S. However, U.S. drivers are much more disciplined and I believe safer; maybe not better drivers, but safer ones.

One such occasion, after we had avoided a collision, Marcelo mutters to himself in Portuguese, “For one minute in your life, don’t lose your life in one minute.” I asked him to repeat in English and found his comment interesting in that is applies well to ag-aviation. What’s the point of turning the aircraft a few seconds quicker just to save a few minutes in a day, to only die in one of those minutes?

My week of travel in Brazil has come to a close. It has been a busy and fruitful week. Thursday night, I had dinner with Gina’s family. Friday, Marcelo and Gina drove me the 2.5-hour drive to Porto Alegre to catch my flight to Montevideo where I would connect to Miami, then into Atlanta, about 28 hours of traveling altogether.

Marcelo Drescher, owner of CIFE and an agronomist professor that teaches technology and the business of agricultural aviation to pilots, business owners and company coordinators and Gina Hickmann, AAU's Brazilian representative.

However, never let down your guard while in Brazil. Upon check-in, I am told my flight is delayed by three hours. In an effort to save money on the airline travel, I had booked two separate flights with two different, non-partner airlines. The savings was significant, over $700. Now, as I write this at the Porto Alegre airport, I find I might miss my connection in Montevideo. The two airlines don’t code share, so the flight back to the States would surely leave without me if the delay is any longer than three hours. Oh well...

Until whenever,
Keep Turning

A long day and déjà vu

2012-01-27T08:44:00.000-05:00

Wednesday was a long day, period. It started with Marcelo and Gina picking me up at the hotel around 8:30a in Cachoeira do Sul. We drove for about 3.5 hours west on BR290 to arrive at Itagro, a Brazilian ag-operation with several late model Ipanemas and a new (100 hours) AT-402B, bought from DP Aviation. I had visited Marcos Antonio and Neusa Camargo, more fondly known as Camargo and Neusa, about 18 months ago for an article. Like then, I was welcomed with a BBQ lunch of lamb that had grazed the runway the day before.

After spending a couple of hours visiting and admiring Camargo’s new RV10, we continued our travel west for another 1.5 hours to arrive at Uruguiania, Brazil around 5p. After a couple of trips around the block in the city center, we found the offices of Arenhart Aviacão Agricola. After introductions to Nelci Arenhart and his wife, Silvia, Nelci told me of a photo he wanted to show me when we went to the airport hangar 30 km (18 miles) outside of town for the BBQ. After the interview, we checked into the Presidente Hotel, then made the drive to the airport for a BBQ. It was now 10p and the party was just beginning.

The photo Nelci had referred to was an 8x10 hanging on his wall along with a collection of other photos of his many years flying ag. It wasn’t too hard to recognize three people standing together from a very long time ago; Claudio Patta, myself and Nelci. It was 1995 in Campinos, Brazil when I was attending my first convention and travel to Brazil.

About the time I took the photo from the wall for a closer look, Patta drove up. Here, 17 years later, are the three of us, together again. Naturally, we had to pose for another photo in the same position, even with me wearing a cap.

Including Nelci’s operation, there are three flying services in the area; Nelci’s that services local farmers and two more owned by farmers that use the aircraft for just their farms. Patta has flown the last 18 years for Fazenda (farm) Guará and the third, Alberti, an Air Tractor AT-402 pilot who flies for the other farm. Both Patta and Alberti, along with all of Nelci’s pilots and technicians attended the BBQ. However, the pilots having to fly the next day, left about midnight. By the time I returned to the hotel at 2a, I was more than ready to stare at the backside of my eyelids.

Thursday promises to be another full day starting with a visit with Patta and a long, challenging six-hour drive back to Cachoeira do Sul. If you have never driven on Latin American roads, it would be hard to imagine and even harder for me to describe the “challenges”. It is definitely not for the faint of heart.

Until tomorrow,
Keep Turning...

Ag-planes, jets and more churrascarias

2012-01-26T14:29:00.000-05:00

Tuesday morning, Eduardo Roche from AgroFly picked up Marcelo, Gina and myself from the San Silverstre Hotel for a 50 km (30 miles) drive from Passo Fundo to Tapajara where one of AgroFly’s airstrips are located. AgroFly was started by the Bee (pronounced “Bay”) family from its seed company. Today, AgroFly operates five Ipanema aircraft and is part of a family of four companies with Bee being the parent company; included are also SupportFly and LogFly.

SupportFly is a general and ag aviation maintenance company based in Passo Fundo. LogFly is an aviation management company that administers a new Brazilian Phenom 300 jet and a Citation II, along with a twin-engine Vulcanair manufactured in Italy, a G58 Baron, a Cirrus SR22 and Cessna 172 XP Hawk. The administration includes charter, maintenance provisions, scheduling and pilots.

Members of AgroFly: Carlitos Bee on the left and Eduardo Roche on the right

After lunch, Eduardo arranged for a short VFR flight in the Vulcanair to return us from Passo Fundo to Cachoeira do Sul (CdoSul). Although the South American countries all along the 30th parallel has been experiencing an extreme drought with an almost total loss of corn, except as its value as silage and greater than 50% yield reductions with other crops, the Vulcanair was challenged finding its way back to CdoSul weaving between numerous rain showers.

Gina has three sons; one is a lawyer, another a dentist and another is in medical school to be a family physician. Last year, while in CdoSul, Gina’s son, Tiago the dentist, gave my teeth a cleaning and check up. Tuesday night, again, Dr. Tiago cleaned my teeth and has offered to whiten “with a drill” (?) tooth number 12 on Thursday night. Tiago’s office is connected Gina’s house, but is very modern and relatively new. I graciously accepted his offer!

Tuesday evening, after the teeth cleaning, I attended a churrascria at the home of Pelopidas and Roberta Bernardi. Roberta is also a dentist like Tiago, and Pelopidas owns PBA Aviation, which is an Ipanema dealer, as well as used aircraft sales. PBA Aviation sells ag-aircraft throughout the southern half of South America and is very successful. His father is Laudelino Bernardi, who has a flying service with about 10-12 Ipanemas working rice, corn and soybeans in CdoSul. Mr. Bernardi also has an ag-pilot school, Agricola Aviation Santos Dumont. His focus in all his decades of flying has been safety. With the company logging over 5,000 hours a season on average, training and spraying, the company, according to Pelopidas, has never “spilt blood”, meaning no pilot has ever been hurt flying for Mr. Bernardi.

The evening ended near midnight. Wednesday promises to be a busy day with a 500 km (300 miles) drive to Uruguaiana, Brazil. This is a large area for ag-aviation, very close to the Uruguayan and Argentine borders. Be sure to check back for the details.

Ready to depart in a new $9M Phenom 300 (yeah, right!)

Until then,
Keep Turning

The week begins in Brazil

2012-01-25T07:05:00.002-05:00

Monday morning, January 23, started in Cachoeira do Sul (CdoSul) doing some minor banking business. After lunch, AgroFly, a flying service north of CdoSul, sent a pilot to pick me up in a Cessna 182 for the flight to Passo Fundo, about 100 nm north of CdoSul. In Passo Fundo, I met with Dalton Schlichting of the Aeroclube de Carazinho where he operates a CAVAG, an acronym for a certified agricultural aviation school.

In Brazil, ag-pilots are required to complete an ag rating after they acquire their commercial pilot’s license. The course is very intense with about 30 flight hours and more than 100 ground school hours. The ANAC (the Brazilian FAA) provides a manual that certified schools must follow that spells in detail what each 30 minute flight mission must accomplish.

Later that afternoon, after a welcome rain shower in the 95°F+ (36°C) temperature, Dalton drove Gina and me to Passo Fundo, about 50 km (30 miles) away. Accompanying us was one of AgAir Update’s Brazilian writers, Marcelo Drescher. Marcelo writes the “Volare” column. He is a certified agronomist and teaches at the Aeroclube de Carazinho, but lives in CdoSul. His English is very good and he helps Gina with the translating.

After arriving in Passo Fundo, and checking into the San Silvestre Hotel we met with one of the ArgoFly principals, Eduardo Rocha. Eduardo took us to a nice churrascaria (Brazilian barbecue) for dinner.

Tuesday, January 24 and we are waiting for the day to start. The plan is for Eduardo to pick us up at the hotel and take us to his offices. Once the interview for the article is complete, he will have his pilot fly us back to CdoSul where another Brazilian barbecue is planned at the home of Pelopidas Bernardi, owner of PBA, an ag aircraft dealer for the Ipanema and other used ag aircraft.

2012-01-23T10:19:00.000-05:00

A summertime trip to southern Brazil

Unique to this year, the Louisiana AAA trade show was moved to an earlier week in January. This created a two-week time window that opened up a first-time opportunity for me to travel in Brazil during its summer. The Mississippi AAA convention ended on Thursday and 24 hours later I was starting the additional 24-hour journey to the south of Brazil, Cachoeira do Sul in Rio Grande do Sul State.

My normal route departs Atlanta, connects in Miami, then on to Sao Paulo with another connection to Porto Alegre. However, when I tried to book a ticket, the price was outlandish. I got creative and booked one flight from Atlanta to Montevideo, Uruguay on American Airlines. Then a completely separate flight on Pluna Airlines from Montevideo to Porto Alegre, Brazil. That saved about $700, but in the process created another whole set of challenges. I’ll save telling those for another day.

I have two representatives in Brazil, Ernesto Franzen and Gina Hickmann. Ernesto’s real job is a federal policeman and he lives in Porto Alegre. For ten years though, he was an ag-pilot in Brazil. Gina is a school principal, teaches English and lives west of Porto Alegre in Cachoeira do Sul (CdoSul).

Ernesto met me at the Porto Alegre airport. We went to his mother’s apartment to unpack. For dinner, we enjoyed a very nice churrascaria at “Nao Brasil” restaurant. The following day, Ernesto kindly drove me the 2.5 hours of hard driving to CdoSul. Believe me when I say it is good to be riding with a federal policeman on Brazilian roads.

I have traveled to CdoSul numerous times. When you enter the city by car, you pass under a large entrance sign that reads, “The National Capital of Rice” (of course, it is in Portuguese).

Gina is very good at arranging visits for me. Sometimes these visits are not ag-aviation related, as was my first day and night in CdoSul. By now, it is Sunday afternoon. I left Georgia Friday afternoon. Monday will start a week of visits to operators in southern Brazil. However, not before Gina has her opportunity to entertain me Brazilian-style.

First, I go to her family’s river cabin for the afternoon. They have a large barbecue and a couple of boats to water ski; not unlike families do in America. Afterwards, I returned to the hotel to freshen up so that I can attend a celebration at a samba school. Samba is a traditional Brazilian dance that is highlighted during the annual Brazilian carnival held in February. This school teaches children in a poor area of town the dance and how to play the drums for the dancing. It is really something to see. This all starts at 10p. Eating and entertainment is always a late night thing in Brazil!

Tomorrow, I will rent a Cessna 182 and visit an ag-pilot school in a city to the north, Carazinho. Good night!

Evaluating the 4-blade 510G Thrush

2011-11-23T10:13:00.001-05:00

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

2011-09-28T15:08:00.001-04:00

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!

2011-09-27T09:18:00.001-04:00

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

2011-06-20T10:27:00.002-04:00

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

2011-06-17T09:13:00.000-04:00

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

2011-06-15T08:58:00.000-04:00

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

2011-06-14T08:55:00.000-04:00

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...

2011-06-08T10:45:00.002-04:00

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

2011-03-01T08:58:00.000-05:00

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

2011-02-20T13:45:00.003-05:00

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?

2011-01-17T11:27:00.000-05:00

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

2011-01-13T11:28:00.001-05:00

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.

2010 winds down

2010-12-22T13:44:00.000-05:00

It is that time of year, again, when everyone is scurrying around buying those last minute Christmas presents and making plans for the gathering of family and friends. I hope that each of you have a Merry Christmas and a Happy New Year. At AgAir Update, we have been bustling to finalize three publications this month, AgAir Update’s English version, AgAir Update Latinoamerica and The Helicopter Newspaper.

When I look back over 2010, as it comes to a close, I am thankful for many things. I realize there are those who are not near as fortunate. I also know nothing stays the same, that every time the sun rises it shines on a different day. Years, or even months, from now, all of us will look back and view things differently.

2011 promises to be another good year for aerial applicators and those associated with them. It will be a time to take stock of how business is conducted, what safety measures will be in place and a renewed appreciation for family and friends. When times are good is the time to for restructuring and preparing for the inevitable downturn that always happens after banner seasons in ag-aviation. Don’t fool yourself into believing the good times will always be here. Prepare for the not so good times.

I wish for each of you, readers of AgAir Update and friends and family alike, to enjoy the holidays and understand the meaning of them. AgAir Update’s offices will be closed from December 24 - January 3. I plan to fully take advantage of this time off and spend it with the ones that mean so much to me. I’ll also probably go by the office a couple of times, just won’t be able to help myself!

Merry Christmas and Happy New Year — Bill

More than a press release...

2010-12-11T11:02:00.000-05:00

The new 510G Thrush, powered by the GE Aviation H80 engine, received much press coverage this past week. Large publications and associations such as AvWeb and AOPA, along with others, have reported this extraordinary accomplishment that is about to receive FAA certification. However, one important aspect lacking in the press coverage was not one of the news organizations flew the aircraft! Sit tight; I was granted permission to fly the 510G Thrush last Friday at AgAir Update's Open House and Hangar Party.

Instead of flight hours, many ag pilots think in years when relating to flight experience. I bought a new turbine-powered Thrush in February 1980 and flew turbine Thrushes until I retired from full-time ag flying in 2000. I have more flight time in the Thrush aircraft than all other aircraft combined. Having said that, I do not hesitate to tell you that flying the 510G brought back many good memories. It was a joy to fly. Not only was it quiet and smooth, but very well balanced; it "fit like a glove".

I shouldn't go into too much detail here with my blog. AgAir Update’s January edition’s cover story will be about the 510G, my flight and just about anything else you will want to know about it, including the MSRP!

It's been a long but good week, starting with hosting AgAir Update’s Open House and Hangar Party and ending with the NAAA Farewell Reception and Banquet. The convention was one of the best I've attended, which accounts for well over 20. Again, you are going to have to wait until the printing of AgAir Update’s January edition to read more about this fantastic event held in chilly Savannah, Georgia.

For a visual recap of NAAA's 2010 convention, including HD video, visit agairupdate.com

FireBoss Demo / BASF Scholarship / Thrush flies with GE H80

2010-12-06T17:24:00.000-05:00

A busy monday at the National Agricultural Aviation Association's Convention in Savannah, GA. The AT802 FireBoss performed a live demo on the Savannah River in front of a large crowd of spectators. See full photos on AgAir Update's Facebook page, along with HD Video.

G. Lavender Photo

BASF along with NAAA announced agricultural aviation scholarship awards. Read the full article here.

The Thrush 510G files with GE powered H80 engine. Read the full article here.

G. Lavender Photo

Stay tuned for more updates from The 2010 NAAA Convention and Exposition in Savannah, GA.

AAU's Hangar party is over, time for Savannah; NAAA Convention starts!

2010-12-05T21:23:00.000-05:00

AgAir Update's Open House and Hangar party held Friday December 3, was a rousing success. With the first of four new ag-aircraft arriving at noon, the festivities did not come to an end until after 2 a.m. Air Tractor provided a new AT-504, supplied by Farm Air and piloted by JT Capers of Illinois and the AT-602 was flown from the Air Tractor factory by Mike Rhodes. Thrush Aircraft brought its GE Aviation H80-powered 510G and PT6A-powered 510P Thrush aircraft, flown by Jody Bays and Frankie Williams respectfully. I was permitted to conduct an evaluation flight of the 510G and found it to be absolutely awesome, but more about that later...

With over 100 attendees, "Big D's" Smokehouse BBQ provided freshly boiled peanuts for appetizers and served BBQ ribs, chicken and brisket with cole slaw and baked beans. Cooked onsite, Southern-style, the food was outstanding. More photos on our Facebook page here.

Following AAU's party, five ag-aircraft were landed Sunday morning at an abandoned racetrack adjacent to the host Westin Hotel & Resort and were parked between the hotel and the Savannah International Convention Center for display. A Fire Boss AT-802 is scheduled Monday at noon to make a water scoop on the Savannah River between the hotel and Savannah River Walk.

At the annual NAAA board of directors meeting, Sunday afternoon, it was announced this was the largest pre-registration for any previous NAAA convention. The hotel room block reserved by the Association has been exceeded by 28%. Originally, two hotels were reserved and now all have been filled, plus two more added. The convention promises to be a huge success as it officially launches Tuesday at noon with the opening of the exhibit hall. More than 150 exhibitors have registered.

During the NAAA board meeting, the following members were elected into office: President, Rick Richter of California, Vice-President, Mark Hartz of Arkansas, Secretary, Chip Kemper of Idaho and Treasurer, Perry Hofner of South Dakota.

Be sure to continue to monitor AgAir Update's Facebook page and web site, www.agairupdate.com for information and videos of the 2010 NAAA Convention and Trade Exhibition. -Bill Lavender

You can't sell a broke business

2010-10-29T13:36:00.000-04:00

The Internet is a very powerful entity. AgAir Update uses it to communicate instantly with its readers, (agairupdate.com) as well as offering information 24/7 to ag-pilots around the world in almost any language. However, the Internet can also be a plethora of lies.

Occasionally from the Internet, I pick up on a blogger that is spouting off inaccurate information about our industry. I simply can’t help myself when I post a link to their blog through our On the Net feature of agairupdate.com and AgAir Update’s eEdition. On the Net is used primarily to bring ongoing news from the Internet to the industry.

Last month a blogger inaccurately described our industry. In a simplistic sentence describing her mental state, she did not want to kill anything, not even an insect. I can imagine her home where roaches live in a protective sanctuary.

I posted a link to her blog through On the Net and within a few hours she received 29 comments from our industry. I have no idea what she was told, but I’d be willing to bet she had a better understanding of life afterwards.

The blogger sent AgAir Update an email, whining about our posting the link to her blog. It just goes to show if you are going to write something and post it on the Internet, you best be prepared to take the heat. The Internet is an open book and the writer becomes fair game.

I had an unusual inquiry the other day. An operator called and asked my opinion. I was honored that he asked, but I am not sure I was the right person (even though I did have an opinion). The operator has a very successful business using two AT-602s and an AT-502. He is relatively young (47) and obviously had had another banner year. With it being the end of the season, I could tell by the nature of his inquiry he was chronically tired.

The operator wanted to sell his business and simply fly for the new owner. This is a perfect example of how much ag-pilots love to fly their aircraft. I’ve often stated that when an operation has three or more aircraft, the owner profits better to fly a desk instead of one of the aircraft. This operator was offering an ideal opportunity. If I wasn’t already very satisfied with my station in life, I would have jumped at the chance to buy this successful operation and “run” it.

I had my opinion on what the operator should do which was to “fish” the sell of the business through a blind classified ad in AgAir Update. This would give him an insight to what was out there in the way of what he wanted to accomplish. With three sophisticated ag-aircraft, a couple of hangars, load equipment, etc., it is going to take a considerable amount of cash to buy the business. Who has access through outright cash or borrowing power to buy his business that isn’t already involved in some sort of other business? Maybe another operator, but not likely a business man looking to change careers.

Even though his situation could be a dream come true for someone and himself, it is going to be difficult, at best, to figure out how to put the deal together. He could easily end up having to repossess the business, or even get fired from flying for what used to be his business! Of course the new owner would want a no-compete agreement and that combined with other factors is what makes this move complicated for the operator.

Are you wondering, why in the world would a successful and relatively young operator want to sell out? I once had Dennie Stokes of Arkansas tell me right after Stokes Flying Service and Mid-Continent Aircraft Sales and Service struck a deal; “You can’t sell a broke business.” Those are words you can take to the bank.

Until next month, Blue Sky and Tailwinds...

Ron Deck Passes

2010-09-10T09:14:00.001-04:00

Today is a sad day. I learned this morning that my longtime friend, Ron Deck of Sky Tractor Supply in Hillsboro, North Dakota, passed away. Ron had been battling cancer for many months.

I would venture to say that just about everyone in the ag-aviation business knew Ron. If you ever attended a state, NAAA or Canadian trade show, Ron would have been there in full support with his array of supplies and services that Sky Tractor offered. When the exhibit hall doors started to close and the rest of us exhibitors were filing out, Ron would still be patiently talking with a customer, oblivious to the end of the exhibit hall time.

Ron truly cared about his customers. He wanted them to succeed safely and profitably. He spent many hours explaining the ins and outs of the Hemisphere GPS systems that he knew about and understood in detail, as well as CP Nozzles, helmets, ag-aviation software... and the list goes on.

My friendship with Ron goes back to the early 1990s, maybe even before then. I can distinctly remember when he served as president of the NAAA in 1990. He carried around a cell phone that was so huge it looked like a military walkie-talkie. I remember times when we would ride in the old blue van from a trade show back to his home for a bowl of homemade bean soup.

Ron was an adamant Ag-Cat operator. He believed in the aircraft and made many modifications to it that improved its performance. I can remember well his struggle with making the decision to convert from his geared R-1340 radial engines to the Walter turbines. Then, after he had operated them, I remember the big smile he had on his face with satisfaction and enthusiasm about the converted aircraft. He could hardly contain himself, asking me to come fly them, which I did on two different occasions several years apart.

I always felt that Ron “had it figured out”. He lived in North Dakota. But, about the time the first frost fell in Hillsboro, he was packing the van (in more recent years the motorhome) to hit the road working the trade shows. While his friends were hunkering down for the cold North Dakota winter, Ron and Barb would be enjoying the warm sunshine of the South attending state trade shows.

If there is any room in heaven, I know that Ron Deck will be there. He was a man of the Bible that not only did he read, but practiced and studied with a burning need to understand. More than once he would sit with me and we would enter into deep discussions about passages unlike any with a preacher or lay person. Ron could easily quote passages from the Bible that related to whatever was going on around him at the time. He had a very good understanding of the Bible and could relate that understanding to whomever he was discussing it with.

Our industry will mourn the loss of Ron Deck. It’s impossible for me to understand how such a vital, health conscious man could lose to cancer. Ron’s passing only proves we are on this Earth at the will of God. We do not have any rights to be here. What may seem unfair to us in the loss of a loved one, has to be part of a bigger plan.

Ron Deck - September 9, 2010

Low-time, head colds and friends

2010-08-24T10:11:00.000-04:00

Thus far, it has been a tough season for accidents and fatalities. Almost within a week of each other, the industry lost an AT-602 and an AT-802 and their pilots. I’ll never be judgmental about an ag-aviation accident. However, one point that stands out is both pilots had relatively low application time in the accident aircraft.

Low-time is a euphemism. It’s not a good thing to have in ag-flying, but something all ag-pilots must deal with until they become high-time. The transition from low-time to high-time is built on a series of increasingly more complex aircraft, as well as flying missions. One end of the scale would be applying dry fertilizer in an Ag-Cat, while the opposite end would be spraying low volume in an AT-802. The reason I use fertilizer and low volume analogies is obvious, as well as the aircraft. Dry fertilizer applications are typically flown at higher altitudes, while low volume applications extend the time the aircraft is in the loaded configuration, both which affect the safety of the application; an Ag-Cat is easier to fly than an AT-802. The danger zone is the early part of the transition period to more complex aircraft and mission profiles.

My condolences are extended to the families of these two pilots. They have lost a loved one. I hope we can learn from their misfortune.

Having a head cold in summer is miserable. It seems about half of the travels I make to South America during our summer (their winter) I come down with something. The first week of August I traveled to Uruguay to attend and exhibit at the Congresso Mercosul Aviacion Agricola. It is an annual convention rotated between three Mercosul countries; Uruguay, Brazil and Argentina. Next year Brazil will be the host country.

South America, particularly the Mercosul countries, is a budding region for agricultural aviation. It is currently going through the transition from piston to turbine powered ag-aircraft, similar to what the United States did in the late 1980s and early 1990s. I am often asked, “How can an American pilot fly in South America?” The simple answer is you can’t. It’s really no different from a South American PILOT coming to America to fly with the same type of issues, e.g. language, visas, licenses, etc. The more realistic reason is South America does not need foreign pilots. For every turbine ag-aircraft sold in South America, it replaces no less than two pilots of THE smaller version planes.

AgAir Update’s web site forum (http://www.agairupdate.com/forum.php) is increasing in popularity. Now that we have a way to monitor posts, I am confident it will be a good communications tool for the industry. Some of you will check it daily, while others will get busy and forget. However, with our twice monthly eEdition, you can view a list of the most recent posts and click through the ones that interest you. Your time is valuable and we try to be efficient as possible. Be sure you are subscribed to our eEdition. It is free.

In parting, I ask that you take a minute to appreciate those around you, not only your loved ones, but those who you interact with regularly, or even not so often. This weekend I lost a friend to a heart attack that I did not realize was my friend until he was gone. Trey helped me every Saturday morning around the hangar and the house. I would jab him about smoking, but never realized he had heart problems. At 52, he appeared to be in as good of health as anyone. Now, when I look around the hangar and house, I see things he fixed or took care of. I have to catch myself from thinking, “Trey needs to fix this.” In the big scheme of things, we are on this Earth for a very short time. We should make that time count for something. When you look around, take the time to see and appreciate.

Until next month,
Blue Sky and Tailwinds...

Ten days in Brazil

2010-07-13T12:51:00.002-04:00

A couple of weeks ago I visited Brazil where I was a guest speaker at the national Brazilian ag-pilots’ convention in Ribeirao Preto, about 100 miles north of Sao Paulo. Afterwards, I traveled a few hundred miles south to Porto Alegre to visit with my longtime Brazilian friend, consultant and translator, Ernesto Franzen. From Porto Alegre, I traveled about halfway across the country westward towards Uruguay to Cachoeira do Sul to visit with my printer for AgAir Update Latinoamerica and my Brazilian representative, Gina Hickmann.

I’ve made many trips to South America with at least half of them to Brazil, enough to fill a couple of passport books. Brazil is the only South American country to require a visa, if you don’t count Bolivia where they “issue” you a visa upon arrival for a mere $100. Obtaining a Brazilian visa can be challenging. There are tourist and business versions. Ideally, a five-year business visa is the best option, but in the past, I’ve been issued business visas for as short as 90-days. The last visa, fortunately, was for five years, except my passport expired the first year of the visa. So, I was a bit anxious using a current passport without a visa and an expired passport with a current visa. All turned out fine with some explaining.

Brazilian ag-aviation is growing in leaps and bounds. The country is nearly as large as the U.S. and has the potential to have as much arable land as any country in the world, with the exceptions of maybe Russia and China. Farming is very modernized and therefore agricultural aviation is an integral part of it. In years past, piston powered aircraft dominated the ag-aviation fleet. That is rapidly changing as more turbine powered aircraft are being delivered to Brazilian operators.

With this growth comes the need for unity and education. Their national organization, SINDAG (similar to the U.S.‘s NAAA) plays that role. The organization is experiencing some of the problems the U.S. industry had several years ago with safety and drift issues. Like the NAAA, SINDAG is offering courses to educate operators. Although its annual trade show is smaller than NAAA’s, there were over 40 exhibitors and several hundred ag-pilots in attendance.

As my journey continued to Porto Alegre, I was eager to visit with Ernesto. He flew ag for about 10 years before deciding he preferred a different profession. Today, he is a federal highway police captain. He has about 60 officers under his command, patrolling the federal highways between Porto Alegre and Cachoeira do Sul. After an excellent charrascaria dinner (Brazilian BBQ) and a night’s rest, Ernesto drove me to Cachoeira do Sul. Along the way, I was able to visit with some of his officers at one of the Policia Rodoviaria Federal outposts. Because of the potential of encountering some very tough characters, the federal police are highly trained and have sophisticated equipment. I was impressed.

The last phase of my journey brought me to Cachoeira do Sul. To this day, I have difficulties pronouncing the name of the city and won’t even try a phonetic spelling. Gina, my Brazilian rep for at least eight years, lives in the city with her family. She has three sons. One is a dentist, another a lawyer and the third and youngest is in medical school. Her husband, Inho, owns a plumbing supply store.

Fortunately, a very reputable printing company is based in Cachoeira do Sul, the Jornal do Povo (yes, I spelled Jornal correctly). The Jornal has been printing AgAir Update Latinoamerica for about three years. The last printing was a major change for the printer. I requested a different size and type of paper and format with trimmed edges. You can’t imagine the difficulty in working through the differences in English and Portuguese languages. Even though Gina’s “other” job is a grade school principal and English teacher, it is extremely difficult to translate trade terms like “printing to the bleed”. It simply doesn’t translate. Imagine the visual of newsprint bleeding, when it actually means printing to the edge of the paper without a margin.

The Jornal did an excellent job. Now AgAir Update Latinoamerica looks very much like its sister publication, AgAir Update. This new format has been received well in Brazil and other Latin countries, like it was in the U.S. last November when I changed the format of AgAir Update’s English version.

I couldn’t travel from central Brazil to its southern tip without a couple of visits to other ag-aviation companies. One of the visits was to a special charrascaria BBQ at Aero Agricolas Santos Dumont that is a school for ag-pilots. In Brazil, it is a requirement to graduate from an accredited ag-flying school before flying ag. Here, I gave a short speech congratulating the five graduates, of which one was from Angola.

A second visit was to a very progressive flying service, Itagro. This company operates a fleet of Brazilian Ipanema ag-aircraft, but has recently bought a new AT-402B. Its owner, Camargo, is looking forward to operating the turbine powered plane and plans to add more to his operation.

Itagro is a model flying service by any world standard. The hangar is extremely clean and well organized. The loading and fueling areas are immaculate. There is a control center where the operations manager can view incoming ground traffic as well as loading and fueling operations for the aircraft. Camargo’s office is adjacent, with an apartment suite for him and his wife during the busy season. Watch future editions of AgAir Update for more about this excellent operation.

After 10 days in Brazil, I was ready to return home. This was not as easy as it may seem. First, there was a four-hour drive from Itagro back to Cachoeira do Sul, then another three-hour drive to Porto Alegre where I caught the first of four different flights home arriving about 30 hours later. I’m glad I don’t travel that far every month, however, I do head back to Uruguay in August.

Until next time, Blue Sky and Tailwinds...

Cooler weather, but hotter flying in Illinois

2010-06-15T10:06:00.002-04:00

It’s 9a and the outside temperature in central Georgia has already reached 80°F. Before the day is over, it will be hot and steamy passing into the triple digits; typical summertime ten days early. Last week, about the same time in Illinois it wasn’t near this hot nor humid. Graham and I arrived at Curless Flying Service’s airstrip, IS08, shortly after 11a. It had been a long four and half hour-flight from Georgia, having to fly west to Memphis to circumnavigate a line of thunderstorms. The flight should have taken three and half hours, but an extra hour was better than not making it at all, or having to use the airlines.

The last time I visited Curless Flying Service was with Graham during one of our many annual summer excursions. It was 1994, give or take a year. We were flying a Citabria and making the rounds visiting operators. Graham and I took seven to ten days each summer, while he was growing up, to make these excursions. They were always fun, bonding and I wrote articles about ag-operators during the process.

Lots have changed at Curless Flying Service since the visit in 1994. The purpose of this visit was to attend Open House for Farm Air. Harley and Kay Curless had bought Farm Air from its original founder, Bill Taylor, in January of this year. This made them Air Tractor’s newest dealer, assigned to eight states throughout the Midwest.

I don’t recall how many aircraft Curless Flying Service was operating in the mid-1990s. Presently, the company has a fleet of eight: two AT-802s, AT-602, AT-504, AT-502, AT-402, AT-301 and a Pawnee. Obviously, becoming an Air Tractor dealer with such a large and varied assortment of ag-aircraft, particularly the Air Tractor line, will serve Curless Flying Service and Farm Air customers well.

From Harley’s viewpoint, being the operator of each production Air Tractor built, it is easy for him to look into the eyes of a prospective buyer and from his experience talk about the attributes of any Air Tractor. His recent purchase of an AT-504, with its dual, side-by-side cockpit, is a good example. Curless Flying Service will use the aircraft in its daily operations, not only to spray for its customers, but to mentor a new pilot, as well.

I spoke with Harley about his feelings concerning the AT-504. He quickly explained to me that he could find no appreciable difference in the way it worked except for not having as much room under the seat as the traditional AT-502. Like I realized when I flew it in April of this year, the first thing he noticed, besides sitting off center, is the improvement in visibility; that in itself is a significant safety factor.

Farm Air was formed in 1976 by Bill Taylor and later became an Air Tractor dealer in 1979. With no succession in management at Farm Air and Bill approaching retirement age, he decided to approach Harley about buying Farm Air and assume the Air Tractor dealership. Harley indicated he was interested, but the final say had to come from Air Tractor.

In March 2009, Farm Air received Air Tractor’s blessings for Harley Curless to assume the dealership. From that point on, it has been a busy schedule for everyone at Curless Flying Service and Farm Air to prepare to move Farm Air from Fairfield, Illinois to Astoria, about 200 miles north. The paperwork was signed in January 2010 and Farm Air became a part of Curless Flying Service.

Until next month, Blue Sky and Tailwinds...

Ag aviation loses Donald Wayne Goodman

2010-06-01T10:02:00.002-04:00

Last year while visiting Ag-Flight, Inc. in Bainbridge, GA., Graham and I met Donald Wayne Goodman of Goodman Flying Service. Donald Wayne was an operator in Chase, Louisiana. I didn’t recall having met Donald Wayne before, but all indications pointed towards Donald Wayne being an upstanding member of our industry. As it turned out, Donald Wayne had donated an AT-301 for Ag-Flight to use in its ag-pilot school. During the short visit with Ag-Flight, we also had the opportunity to meet Donald Wayne’s son, Brandon, who was training to be an ag-pilot. See the November 2009 edition of AgAir Update. I was lucky enough to get Donald Wayne and Billy Howell in front of the camera.

Donald Wayne Goodman (L) and Billy Howell (R)

stand next to the AT-301 Goodman donated to Ag-Flight, Inc.

On Sunday, May 30th, Donald Wayne succumbed to injuries sustained in a race car accident two days earlier. Just that quick. We (ag-pilots) fly for thousands of hours, under power lines, between trees, low to the ground and then out of the blue God brings you home doing something completely unrelated. We have lost others in similar instances - car and motorcycle wrecks, aerobatics, etc. It doesn’t seem right.

You can be extremely careful in this profession, mitigating risks; you can take care of yourself, eat right, exercise and visit your doctor. However, you can’t stop the fickle hand of fate. There is no truer cliche: “When it’s your time to go, it’s your time to go.”

I didn’t know Donald Wayne Goodman as well as I would have liked. The short time I had with him was good. I have been told he was a strong financial supporter of both LAAA and NAAA. I know he will be missed by his family and friends. My thoughts are with them.

Good'ole N6632Q

2010-05-28T11:44:00.001-04:00

May was a busy month at AgAir Update, making several trips to visit Thrush Aircraft in Albany, Georgia, three operators in the Delmarva area (Delaware, Maryland, Virginia), Houma, Louisiana for the oil spill and finally to Central Florida Ag Aero in Orlando; logging about 25 hours in the aircraft.

At the end of the month, as usual, we close out next month’s edition for printing. I always read over the proof sheets looking for errors. When I came upon the Featured Classifieds section, I noticed a turbine powered Ag-Cat with the tail number N6632Q. For some reason, the N# seemed familiar. The year model was right, but the engine was different.

I looked on my office wall at photos of me spraying soybeans in 1977 in my new 450 HP B-Model Ag-Cat. Looking closely, sure enough, the tail number read, “N6632Q”! I was amazed to see the aircraft for sale in AgAir Update over 30 years later. I sold the aircraft in 1980 to buy a new Ayres Turbo Thrush with a PT6A-11AG (s/n 001). That was the last time I saw N6632Q. History has a way of coming back to you. South Delta Aviation has the aircraft for sale. It’ll be interesting to see where it ends up.

The ongoing “big story” is the Deepwater Horizon oil spill in the Gulf of Mexico. Now deemed the worst oil spill disaster in the U.S., surpassing the Valdez spill. Finally, after more than 16 years of efforts to become a player in the aerial oil spill dispersal industry, a dual cockpit AT-802 has been permitted to apply dispersal over the spill. The AT-802 is the last effort to disperse the oil before it reaches shore, virtually becoming a hero of sorts. Whatever oil it disperses, is oil that did not reach shore. It is as simple as that. So, any oil dispersed by the AT-802 is a success.

If the oil industry had recognized years earlier the potential of a fleet of properly managed AT-802s (or any large ag plane like the Thrush 660), the success rate could have been greatly enhanced. There is a narrow space between the coverage area of the large tanker aircraft, like the C130, and the shoreline. This area is ideal for the ag aircraft to demonstrate its unique abilities of surgical-like precision dispersal applications.

The Deepwater Horizon oil spill is a “proof of concept” for the use of agricultural aircraft in dispersal operations. What happens in the Gulf of Mexico with the AT-802 will lay the groundwork for the ag-plane to be a hero in dispersing any future oil spill that has the capabilities of making landfall.

In closing, now that International Crop Duster’s Day (May 27th) has passed, I hope those of you associated with a crop duster took the time to recognize that person in some way. If not, you’ll get the chance to do it again next year. There are plans to select a more appropriate date. I’ll keep you posted.

Until next month,

International Crop Duster’s Day — May 27

2010-05-27T09:56:00.004-04:00

Sometime last year, I picked up a news feed from an Anahuac, Texas newspaper reporting May 27 was Crop Duster’s Day. It was the first time I had heard of such a day. In the article, it described how an older, retired, local crop duster that worked at a local museum came up with this idea to honor the old duster pilots in the southeastern part of Texas.

I did a little research on the Net and was able to place a phone call to this person, Mr. Bobby J. Wheat, who is tagged with the nickname, “Old Duster”. Mr. Wheat and I had a very pleasant conversation that included his early years flying the Stearman in the Chambers County, Texas. He went on to tell me how he implement Crop Duster’s Day through his connections at the museum. He agreed to send AgAir Update articles recounting those golden years of ag-aviation.

While we talked, the idea of an International Crop Duster’s Day was formulating in my mind. I suggested to him to rename the day and I would help him promote it through AgAir Update and AgAir Update Latinoamerica. Neither of us had a plan for implementing this. We simply wanted to get it started.

I’m sure you have read references to today being International Crop Duster’s Day. There isn’t anything special going on today, like a fly-in or convention. The day is being set aside to honor all the old duster pilots and the current ag-pilots. For right now, Mr. Wheat and I would like everyone associated with this business that is not an ag-pilot, or has not been one, to turn to those ag-pilots you know and thank them for the job they do. Today is one for acknowledging this person, giving them a pat on the back, send them an email or better yet, give them a call. It is as simply as that.

Several AgAir Update readers from around the world have asked, “Why May 27.” There is no significance to the date. I believe it may have been a convenient day for Mr. Wheat. There are a couple of thoughts about this date, one being because it is during North American ag-pilots busy season either they are too busy to be acknowledged, or because they are busy they will be. As long as the day remains this time of the year, I believe it will always be just an appreciation day. If the day were to be changed to early spring or late fall, since winter is South America’s busy season, possibly there could be a meeting somewhere. What do you think? Post your thoughts in the comment section of this blog, please.

In conjunction with International Crop Duster’s Day, Mr. Wheat has formed the “International Crop Duster’s Day Society”. Membership is free, simply send him your email address explaining who you are and how you are a crop duster. I believe he is even accepting “wannabes”. You’ll need to check with him about that. His email address is: oldduster@aol.com.

If you did something special for your significant ag-pilot or crop duster today, please send me a photo and/or a short write-up about it.

From all of us at AgAir Update, a big “Thank You” to all crop dusters worldwide! You have a challenging job that requires instant decision making that will determine if the application is completed safely and accurately, as well as the outcome of your flight allowing you to return to your base without incident. The availability of safe, affordable and abundant food relies heavily on your abilities. Your efforts protect forests, wildland habitats and people by using demanding firefighting skills. Your precision application skills protect our world’s food supply. Now, you are taking a role in oil spill dispersal desperately trying to keep the oil from floating ashore. Public health worldwide is improved because of your mosquito control applications. Many do not appreciate the role you play, not realizing you are the green stewards of the land. Your day will come as the world demands more food and more protection from many fronts. Until then, today is your day, International Crop Duster’s Day!

For more about International Crop Duster's Day, written by Bobby J. Wheat, visit this website:

http://www.theanahuacprogress.com/articles/2010/05/26/news/news05.txt

AT-802 makes history over Deepwater Horizon oil spill in Louisiana

2010-05-19T21:36:00.001-04:00

Today, Graham and I flew our A36 to Houma, Louisiana to meet with the AT-802 oil spill dispersal group. With the good graces of BP, the U.S. Coast Guard and the AT-802 operating company, we interviewed the principals of the operation. Yesterday, an AT-802 made the first single engine aircraft oil spill dispersant application, 14 miles offshore of Louisiana, that followed the mandates of the North American oil spill management industry. The effort was a culmination of 16 years of work to bring the single engine tanker ag-plane to the oil spill environment. As unfortunate as the Deepwater Horizon oil spill is, located in the Mississippi Canyon of the Gulf of Mexico, it has provided an opportunity for a “proof of concept” for using aircraft like the AT-802 to disperse the oil.

During our visit, everything I witnessed pointed toward a massive, joint effort to resolve the problem. BP has literally “pulled out all the stops”, so to speak, to get this monster under control. The role of the AT-802 is a surgical strike procedure just before the floating oil makes land. Its maneuverability and speed allow it to work close to shore, following the guidance of the spotter aircraft flying above and behind it.

It all boils down to the AT-802 stopping the oil that gets past all other efforts, which are many and varied, from burning to skimming, to large tanker aircraft spraying dispersant on wide open areas.

After I write and finalize the article, you can visit agairupdate.com to read how the diversity of ag-aircraft continues to help protect the environment. Which reminds me of a t-shirt I saw at a state ag-av convention that stated, “We have always been green.”

In closing, until now it has been an inalterable safety rule in the oil industry to use only multi-engine aircraft with two pilots on board for oil dispersal spraying. Even though there are two pilots in the dual cockpit, the single engine AT-802 with its dependable Pratt & Whitney turboprop engine, steps outside of these limits. BP’s willingness to allow the AT-802 to attempt to stop the oil from going ashore demonstrates the company’s all-out effort to protect the environment. I have full confidence in the aircraft and its pilots’ abilities to do the job at hand.

A jammed five days

2010-05-03T13:55:00.000-04:00

A jammed five days

I’m writing this Saturday morning on the return flight home after a hectic five days of travel and work. I left Georgia on Tuesday, headed to Portland, Oregon. I had arrange to visit with Isolair and Simplex, as well as conducting an evaluation flight in the Turbine Husky (powered by a Rolls Royce Allison engine) and a human interest article with Grower’s Ag Service in Woodland, California.

The logistics were incredible. Obviously, I had to arrange to meet with four entities in a three-day period, with one of those visits in California, while another visit was dependent on good weather. The weather forecast for the week was dismal with a good chance of rain showers all three days.

At the last minute, I set up the meetings to be with Isolair and Simplex on Wednesday, slotted all day Thursday for the evaluation flight in the Turbine Husky and Friday to fly the airlines from Portland to Sacramento and back on Friday. As an out for bad weather on Thursday, I was prepared to land in Portland on Friday afternoon and drive the 60 miles to Salem that afternoon and hopefully be able to make the flight before dark.

Why do I put myself in this kind of position, rolling the dice on getting the job done? Maybe it is left over from my 27-year crop duster, mission oriented mentality. To better answer that question, it is difficult to get out of the office and travel cross country through three time zones and return in only a few days, plus the overall expense of doing so. That means I need to tie-in more than one visit to truly be productive with my efforts.

All worked to plan. I was able to visit with Isolair and Simplex on Wednesday. Thursday weather turned out to be great except for a howling wind and the airline flights to Sacramento and back for the visit with Grower’s Ag Service went without a hitch, although I arrived for departure at the Sacramento airport with only minutes to spare.

As the months pass, you’ll read about these visits in AgAir Update’s printed edition. I enjoyed each of them, a fantastics perk that I have as editor and publisher of AgAir Update. The evaluation flight of the Rolls Royce Allison turbine powered Ag Husky was a hoot!

It is a real vote of confidence from an operator when he allows me to fly his production aircraft. The Turbine Husky has logged about 200 revenue generating tach hours and would have been working Thursday except for the wind. Instead, it was thrilling me with its endless reserve of power and eye-opening performance; another flight for the logbook. My sincere thanks to everyone who helped make this week happen.

"Terry Harchenko of Industrial Aviation gives me a briefing before departure in the Turbine Husky to spray a field marked on the map in hand; McMinnville, Oregon."

Blue Sky and Tailwinds...
Bill Lavender

New web site, social media; Where’s my newspaper?

2010-04-26T09:10:00.003-04:00

After many months of planning and design, at the end of April, AgAir Update launched its all new web site, agairupdate.com. We had been leading up to the launch by strategically positioning ourselves with the introduction of AAU’s FaceBook and Twitter pages, as well as my blog site. A visit to agairupdate.com will intrigue you with its new modern look and superior functionality. The classified section is searchable, completely redesigned to be easier to read and you can upload your classified listings. You can search for previously published articles by key word, author, title, etc. Of course, you can renew or subscribe online. You can even download ag-aviation “wallpaper” for your computer screen. Probably the most exciting new feature is the forum with its five subcategories. There’s even an interactive calendar where you can view dates and information about upcoming events, including where AAU will be in the future. When Graham, my son, came back to work with us, one of the first things he told me was our web sites, eEditions and databases were sick. He insisted they be revamped in the broadest sense of the word. At first glance, one may not think that to be too big of a deal, but I can’t count the months of effort (and money) it took to get where we are today with those projects. I’ll be the first to admit, I didn’t see the business value in social mediums like FaceBook and Twitter. I’ve been proven wrong, again! Graham proved to me last fall the benefits of changing printers for AAU’s new look. I now realize how effective a FaceBook and Twitter page can be in that these pages permit real time notifications. The printed edition of AgAir Update is mailed once a month, while our eEdition email is sent twice a month. Obviously, things occur that the industry needs to know about between those times, not to mention being reminded of events that have been already published in our print and eEditions, but may have been forgotten. With a FaceBook or Twitter page, you can set it to notify you whenever AAU makes a post, or you can just check it at some predetermined interval. FaceBook/Twitter users already know this. I’m writing to those of us, including me, who refuses to participate in social media. Look at it from another viewpoint; it’s not about having friends on FaceBook or following someone on Twitter. It’s about getting a prompt that says the spray clinic is this week, or some icon in the industry has done something of immediate interest. Of course, bad news travels the faster than it ever has through electronic media. Let me assure you, AAU’s printed edition will be the complete standalone publication as it has always been. AAU has intentionally designed its FaceBook/Twitter pages to drive the reader to our web site and in turn from there to anticipate the upcoming printed edition of AAU. I invite you to visit our FaceBook and Twitter pages. You can do this easily by first visiting our new web site at agairupdate.com, then follow links to wherever you desire to go. As the summer passes, AAU will be continually introducing new features to the web site. Some of the features will be account management for your subscription and classified listing, an enhanced photo gallery, an eStore (AAU items) and other features that will keep AgAir Update your industry resource. Bookmark it today, please. In closing, I simply can’t help myself and must say, “Fly safe.” The 2010 spraying season for the northern hemisphere is upon us. Those of you in the southern hemisphere, I know you are looking forward to a well deserved break from flying ag. Whether you are flying or resting in the upcoming months, think long and hard about this month’s cover feature on the Air Tractor AT-504. Ag-aviation is in a situation where it is needing new pilots with experience, an almost impossible requirement and dilemma. The AT-504 resolves the issue in its entirety. This multipurpose ag-plane will allow an operator to safely mentor a new pilot, while being able to pay for itself by working, whether it be dry or liquid applications or border patrol. An AT-504 could be the best way for an operator who is looking to retire to do it in a way that is profitable and practical. Read the article to find out more. Until next month, Blue Sky and Tailwinds...

AgAir Update launches new website!

2010-04-16T16:02:00.001-04:00

Today (April 16th) is a significant one at the offices of AgAir Update. We are officially launching our new agairupdate.com web site. After many months of diligent planning and design, much done by my son, Graham, I am sure you will find all the changes to your liking.

Several months ago, AgAir Update refined its eEdition into an electronic medium that is delivered to its readers around the world twice a month. It contains important and timely information, as well as directing AgAir Update readers to agairupdate.com, informing them about upcoming articles in our printed edition of AgAir Update.

A few weeks ago, AgAir Update launched its FaceBook and Twitter pages. Using these social networks lets readers know when something of importance takes place in the industry that can’t wait until the next eEdition, or the monthly printed edition. FaceBook and Twitter offer instant notification that readers elect to receive. AgAir Update’s use of these social media networking tools ultimately directs readers to agairupdate.com.

As the pieces of the puzzle came together, it was evident agairupdate.com would need better functionality together with a new, more modern look. This was not an easy thing to do. Thankfully, Graham is well versed in electronic media. With his expertise, AgAir Update has been able to provide a web site and social media interaction for the ag-aviation industry that rivals any aviation web site.

On the new agairupdate.com, you’ll see a fresh and modern Home page that is designed to bring to the reader the latest information about ag-aviation, as well as being very easy to navigate. The Home page has many new features. Readers see the beginnings of timely articles with links to their entirety. There is a forum with subcategories covering various topics within the industry. Several years ago with the initial launch of agairupdate.com, there was an open forum. Because AgAir Update did not have the technology to properly monitor it, there were posts that were objectionable. Now, those who post will sign in and AgAir Update will have the option to moderate the post for content.

Traveling across the blue navigation bar on the Home page, you’ll find numerous drop down menus that will take you directly to where you want to go on the site. You can click on our supporting advertisers’ ads, visit my collection of blogs, read and post to the forum, use links to our FaceBook and Twitter pages and YouTube channel.

We decided against launching all the new and exciting features of agairupdate.com in one launch. Instead, we will be bringing you new features over a period of time. That has permitted us to make today’s launch sooner. There will continue to be more new and advanced features added that will keep you up-to-date on the latest news and events in ag-aviation.

Take a minute to visit agairupdate.com and see how it can help with your business efforts. Make ag-aviation friends on our FaceBook page and receive instant alerts to events in ag-aviation through our Twitter page. You’ll enjoy viewing our YouTube videos where a visual can bring life to the words in our written articles. It is an exciting electronic, Internet age in which we operate our businesses, that in turn compliments your monthly printed edition of AgAir Update.

Until next time, Blue Sky and Tailwinds...

Brazil Defines Big

2010-03-31T09:19:00.000-04:00

I have made many trips to Brazil over the years visiting ag-aviation operations. Actually, AgAir Update's Latin version is printed in Brazil and mailed throughout Latin America. A couple of years ago, one of my travels to Brazil took me to the state of Mato Grosso, where I traveled to the remote farming town of Primavera do Leste. Twenty years or so ago, this bustling farming town was only about 20 houses, a village. Now, there are several implement dealerships and other vendors for the farming community.

I had the pleasure of visiting one of the small farms, about 50,000 acres. It has a compound with an office that would rival any banker's and of all things, its own cotton gin! But, I stated this was a small farm for the Mato Grosso.

Let me give you an idea of what harbors in the Mato Grosso. Recently the world's largest soybean grower was out-farmed by his cousin. The once-world's largest soybean grower farmed a mere 415,000 acres. He was beat out by his cousin who farms 550,000 acres of soybeans. Imagine nearly a million acres of soybeans between taw relatives and I can assure you these two growers farm more than just soybeans.

What is even more remarkable is the cousin is a 51-year old self-starter. He was raised in a poor farm family. In the 70s when his father died, he inherited 100 acres with his seven siblings. From humble beginnings, he is now the world's largest soybean grower. Amazing.

Although this grower never finished high school, he has now nearly 4,000 employees, 300 combines and produced this year in excess of 660,000 metric tons of soybeans, about 1% of the Brazilian crop. Oh yeah, he also farms 185,000 acres of corn and 130,000 acres of cotton. I wonder how much Headline he uses? (Actually, Headline is marketed under another name in Brazil.)

People mistakenly believe growers are chopping down the so-called rainforest (I call it jungle). There is a degree of that in the Amazonia for pastureland, but the Mato Grosso is nowhere near the Amazon. It was brush land before the large farms moved in, expanding and building infrastructure.

What does all this mean? It means that Brazil, and other South American countries, have a tangible product that dominates their GNP. America should take note.

Until next time, Blue Sky and Tailwinds...

New paint and airline runoff

2010-03-29T08:00:00.005-04:00

I’ve attended a couple of spray clinics in the past few weeks. It is always good to see old friends and meet new ones. Since the first clinics started over 15 years ago, there has been a notable change with more turbine-powered aircraft and less Ag-Cats, Pawnees and Cessnas on the scene. I suppose this is a sign of the times. Notably at the clinic in Steele, Missouri were the shiny new AT-802s. New paint sure looks good and I hope it is an indication of prosperity.

However, you don’t have to have a new turbine powered aircraft to be a successful and professional flying service. Albeit, who wouldn’t want one? I believe operating a high-end use piece of equipment falls into two categories; either use it until it is completely worn out, or trade it on a frequent schedule, maybe every two or three years while most components are either in warranty or won’t give you a problem.

I know an operator in Mississippi that has been trading his AT-502 every two years for a new one with a great degree of success. He performs one annual that is basically an inspection and rarely has to budget for parts and maintenance during the two years he owns the aircraft. He logs about a 1,000 hours on the aircraft and receives a premium for it on trade.

On the other side of the coin, I have seen operators do very well by keeping their aircraft well maintained and when needed, overhauling major components, such as the engine and prop, keeping up with the ADs, new paint, etc. Their maintenance expenses are considerably higher, but their depreciation and other related costs, like insurance, are less.

Each operator has to decide which avenue is the best for his operation. I do know that during good times, a business needs to upgrade its equipment so that the bad times are easier to navigate.

Changing the subject, I was reading an article not long ago where the U.S. EPA was proposing new rules that would affect the handling of the wastewater for deicing aircraft. Imagine that! I have often wondered how long it would be when deicing runoff concerns would impact the airlines and others.

If an ag operator was to allow any runoff of any kind and it was viewed by the public like when an airliner is hosed with deice fluid, the repercussion would be heard throughout our industry.

What is amazing is the proposed rules would only affect airports with more than 10,000 annual aircraft departures and 1,000 annual jet departures, requiring a re-capture of 60% of the fluid, rather than allowing it to drain off the pavement, where it can end up in nearby water systems.

Gosh, I suppose the other 40% has no affect on the water systems, huh? What about airports that have less than the 10,000/1,000 departures? Is the affect any different for half that many?

I know that in our industry even a one-aircraft loading area is subject to as much scrutiny as a fleet would be. Either the runoff is a problem or it is not. I can’t visualize “part of a runoff” being any less of an issue than all of the runoff. Maybe it’s some kind of dilution-thing calculation.

It just goes to show that the government does not work in an equal and fair manner. But, you already knew that. This only proves it. The airlines are already bankrupt for the most part, no sense in the EPA putting them out of business. That’d be a hardship on the flying population (read voters). I wonder if skyrocketing prices and limited availability of food and fiber would be a consideration for the EPA?

For my two cents worth, I think runoff should be contained, both for our industry and the rest of aviation. For ag-aviation, runoff looks bad, smells and is an all-around detriment to a professional operation. I know it is a problem and rainfall only exacerbates the issue, unless loading under cover. If you are doing any long range budgetary planning, you might need to figure in a covered loading pad, or one that is portable. Actually, covered loading areas are pretty nice. Your loader will love you for it!

Until next month,
Blue Sky and Tailwinds...

Did I forget something?

2010-03-26T13:21:00.000-04:00

Did I forget something?

Some of us have shorter memories than others. When I wrote my earlier blog about attending the MoAAA spray clinic, just when I was thanking Charlie Adams for the fried fish, it dawned me that Graham and I had attended the GAAA Operation SAFE spray clinic in Americus, Georgia the week before last. Duh!

Just like in Missouri, we enjoyed great hospitality, visiting with really old friends, ones made long before AgAir Update came along, during my early crop spraying years. And, fried fish was the fare cooked by J.D. Scarborough and company. His secret treat was fried mullet backbones, which are a favorite of mine.

Souther Field Aviation (I don’t care what the politicians want to call it, Americus airport (KACJ) will always be Souther Field for me, where Charles Lindbergh soloed) was a great host. Along with lunch, Graham and I even received a couple of really nice GAAA tee shirts.

There weren’t as many, if any, new ag-planes at Americus, except for the GE Thrush that Jody Bays flew up from Albany. I love those LED lights on it, not to mention its fantastic GE engine that holds a promise of great things to come for this industry. However, unlike the really early spray clinics in the late 70s and early 80s, there were mostly turbine-powered airplanes in attendance, plus one R44 helicopter. The turbine ag-plane back then was a rarity, but now commonplace. Times do change.

At this clinic, like the one a year ago, I was able to visit with the gentleman (tongue in cheek) that started me out in 1973 in a Hutch Pawnee, Bob Day of Dawson, Georgia. Thirty-seven years later, we’re still good friends.

On the other end of my career, that I flew with for the last 15 years was my boss and good friend, Frank Bledsoe. Do the math. I had a flying service in Marshallville, Georgia between 1976 and 1985. Frank and I were competitors during those years. As destiny would have it, I “sold” out to Frank, flew with him until I hung up my moneymaking helmet in 2000. If I’d been working for the Post Office, or the FAA, probably could have retired twice and be off somewhere fishing today! What a miserable life that would have been. I prefer the course God led me.

Visit with MoAAA Operation SAFE clinic

2010-03-26T09:06:00.000-04:00

Graham and I just returned earlier this week from a whirlwind trip to Steele, Missouri to attend the MoAAA Operation SAFE spray clinic hosted by Earl’s Flying Service (the gracious Mike Lee).

It was one of those trips that help justify the “Bo” (A36 Bonanza). I can’t really save enough actual money traveling to offset the cost to operate an aircraft, unless somehow I factor in the value of time. This trip proved to be one where we departed Perry, Georgia around 7.30a and made the headwind laden 371 nm flight to Steele in just less than three hours. With the crossing into another time zone that put us there around 9.30a, giving us time to do our “business”, eat and get back to the office late afternoon the same day.

Our mission was to take a look at a new, experimental fairing built by Air Tractor and installed behind the gate box of Kevin Carpenter’s new AT-802. The fairing supposedly cleans up the air as it passes over the gate box towards the rear of the aircraft. This is an area of turbulence and negative air pressure, pulling air up into the plumbing and causing a general disruption of airflow.

You’ll read more about this interesting component in the May edition of AgAir Update. From what I have learned so far, it makes me wonder why haven’t this been done sooner and if it works for the AT-802, surely it will work in similar ways with other ag-planes.

If I left with any outstanding thoughts after attending the clinic, it was the smell of new paint. There were several new Air Tractors, a sign of prosperity, I hope. It’s no wonder when the trend with rice work is 200+ pounds for the first application. A big hopper and a fast airspeed make for a good fertilizing aircraft. I overheard a fertilizer supplier ask an operator how much fertilizer can he spread in a day. The answer was over 700,000 pounds! I didn’t hear how many aircraft that took, but I’m thinking one AT-802.

I can’t end this blog without thanking my good friend, Charlie Adams and his son, Eddie and crew for the fantastic fried catfish (along with a sneaked crappie) lunch. Charlie said it was his largest MoAAA feed with 25 pounds of catfish fillets and another 25 pounds of fried potatoes (I still have a thing about “french”) being consumed.

Also, thanks to all the hard workers who managed the string and collectors, as well as Mike Lee’s generous hospitality.

Longtime Friend

2010-03-11T09:12:00.002-05:00

I've just returned from a very quick overnight trip to Fargo, North Dakota. Oddly enough, I was there only a couple of weeks ago attending the hugely successful Tri-States convention (400+ attendees and 55-60 exhibitors). But, this trip was different. It was to honor a longtime friend of mine, Ron Deck of Sky Tractor Supply in Hillsboro. Ron was inducted into the 2010 Upper Midwest Symposium Hall of Fame for his lifelong aviation achievements.

Most of us know Ron through his family-run company, Sky Tractor. I met Ron on the tradeshow circuit about 25 years ago. I don't remember the exact event, but it was about the time he was serving as president of NAAA. We traveled together on several occasions in his infamous blue/white and red/white vans (he now has a very nice 40' motorhome for tradeshow-traveling) mostly in Canada, North Dakota and Minnesota, with Ron taking me under his wing and introducing me to operators in these locales.

The Hall of Fame induction focused on Ron's achievements in business and family over the last 40+ years. I sat at the banquet table and thought of all the kindness, honesty and insight Ron had relayed to me. On more than one occasion, we would discuss intricate details of politics, religion and crop dusting. His knowledge was and is vast.

So, in closing, I congratulate Ron Deck on a job well done and very deserving of his North Dakota Hall of Fame recognition. Take care, my friend.

Mother Nature is in control

2010-03-08T12:11:00.001-05:00

It is saddening to see on our televisions all of the destruction in Chile and of course, Haiti. I know the news media always photographs the worse possible disaster scenes, but it is obvious our Chilean and Haitian friends are suffering. I made contact with several Chilean operators (I know of none in Haiti) who did not have any serious problems from the earthquake. However, I have not had a response from several others and I wonder about their safety. It is a natural disaster.

Another natural disaster is taking place in the Entre Rios and La Pampa provinces of Argentina. The country is world-known for its abundance of doves. Hunters from around the world travel to Argentina to experience shooting the multitudes of these birds. However, now the doves have been pronounced a plague in these provinces because there are so many creating many problems. It has been reported that in La Pampa the average number of doves per hectare is 16,000! Farmers hesitate to plant sunflowers in fear the birds will devastate their crops. Other crops like soybeans and corn will have to be planted. For some ag-operators in Entre Rios and La Pampa, this will change the way they have been doing business. This too, is a natural disaster.

Ag-operators around the world have always had to adjust to natural disasters that most commonly are flooding and droughts. For the ag-operator, even when a pest does not appear, it is a natural disaster. Of course, the farmer likes it when there are no pests!

Mother Nature plays a very big role in how ag-operators conduct business. It has always been like this and there is no reason to expect it to change. Irrigation helps in some places to offset the impact of a drought. New and better chemicals give the ag-operator the right “tool” to do a better job and help to alleviate the potential for a disaster, like the Asian rust in soybeans.

As ag-operators, we try our best to have safe and good equipment. We try to be prepared to respond when our customers need us. Then, we try to do the very best job we can in a safe and efficient manner. But, no matter how much we prepare, we cannot outsmart Mother Nature. We have to learn to live within her demands and do the best we can with whatever it is that she gives us.

Sometimes I hear pilots and farmers complain that they are not getting enough rain, or they are getting too much rain, or it is windy every day and we can’t spray. My reply to these complaints is always, “We get what we need.” A power much greater than anything man can imagine is at the controls. In the bigger picture, we are getting exactly the right amount of Mother Nature. It just may not seem like it today.

Until next time, Blue Sky and Tailwinds...