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
Saturday, December 11, 2010
Monday, December 6, 2010
FireBoss Demo / BASF Scholarship / Thrush flies with GE H80
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.
Stay tuned for more updates from The 2010 NAAA Convention and Exposition in Savannah, GA.
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| 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.
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| G. Lavender Photo |
Sunday, December 5, 2010
AAU's Hangar party is over, time for Savannah; NAAA Convention starts!
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
Friday, October 29, 2010
You can't sell a broke business
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...
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...
Friday, September 10, 2010
Ron Deck Passes
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
Tuesday, August 24, 2010
Low-time, head colds and friends
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...
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...
Tuesday, July 13, 2010
Ten days in Brazil
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...
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...
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