AgAir Update to Brazil - Part One

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...

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

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

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?

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

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

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