Don’t wire the dump handle closed

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

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

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

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

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

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

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

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

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

Until next month,

keep turning…

Is there a UAV in your future?

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

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

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

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

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

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

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

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

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

Until next month, 

Keep Turning…

Surveys: What good are they?

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

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

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

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

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

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

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

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

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

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

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

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

Until next month, Blue Sky and Tailwinds…

Keep Turning 

Why is Mississippi a safe state?

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

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

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

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

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

Until next month, Blue Sky and Tailwinds….   

Keep Turning….

Diesel engines and fog

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

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

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

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

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

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

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

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

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

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

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

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

Until next month, Keep Turning…

Interesting conversations, interesting times

On the long flight from Reno back home, I had time to contemplate some of the comments made during NAAA’s 47th annual convention. I can’t recall all that was said, but a few things stuck with me. 

During a sit down conversation with one operator, we talked about increasing safety in the ag plane. He explained to me how one of his high-time pilots pancaked the aircraft into the ground on a dark night. The pilot was not injured, thankfully. His point was there should be some type of checklist in the aircraft to give the pilot an opportunity to evaluate whether the impending flight could be done safely. He referred to a military checklist system that required the pilot to question himself. 

We both agreed it would be a good thing if GPS manufacturers designed a customizable checklist screen that required touching to advance through each item on the list. After that, the unit would fully boot up. Of course, the feature would need to have a password for its owner to disable if desired and to prevent the pilot from bypassing it. 

The point would not be to go through a redundant checklist that every pilot already knows. The effect should be a subtle and subconscious one that causes the pilot to think about what he is about to do. How many of us use a memorized checklist that invariably is out of sequence and as we start rolling down the runway the thought crosses our mind, “Did I forget something.” 

Don’t say it does not happen. There have been too many load hoses broken and aircraft having to return early for forgotten fuel. How much of an inconvenience could a five-point touch screen checklist be, that could be done in a matter seconds? In doing so, the pilot could focus on the job at hand instead of being unsure, glancing back at the load valve or the fuel gauges during takeoff. 

There were two remote controlled helicopters on display in the exhibit hall outfitted with a 15-gallon spray system. I watched a video for a few minutes with one of the units making an application. I wondered how the flow was regulated, as it did not appear to have a GPS with a flow control unit. Surely, the droplet size of the spray could be increased from the aerosol spray coming from the booms. However, that would most likely increase GPA needed for the application with an already limited chemical tank. 

A fellow visited with me who was in the film making business. He explained to me he was developing a family-friendly move about agricultural aviation. The theme of the movie was about two competing flying services where the son of one fell in love with the daughter of the other and how all that would eventually play out. He assured me that his intent was to promote agricultural aviation. I hope that is the case. Our industry has already experienced one poor representation on reality TV. Thank goodness for Plane’s Dusty Crophopper. That aircraft has done worlds of good PR for our industry. 

A Pacific Northwest operator explained to me how he used Patternators on his aircraft. It took me a few minutes to realize exactly what he was talking about. The Patternator has four pilot controlled switches that can turn off select nozzles. This operator had things figure out. Even though he had a flow control unit with his GPS, he pointed out that to be sure the rate is accurate the flow was increased by changing the pressure, which in turn affected droplet size. 

With the Patternator, not only was he able to change his flow rate with minimum pressure change, he was able to “move” the nozzle set up by four nozzles from left to right on the aircraft.  When going downwind, he would turn off a predetermined number of outside nozzles and when reversing the swath to upwind, he would turn on another predetermined number of nozzles on the opposite boom. 

Yes, it is a bit hard to visualize, but keep thinking about it and it will come to you. He’s assisting the flow controller by the number of nozzles spraying. As a bonus, when he repositions the nozzles that are spraying, he is reducing them on the outside of the upwind side boom. Depending on the direction of the wind, usually the upwind wing’s vortex causes a greater risk of drift. Interesting stuff. 

We live during exciting times in ag-aviation and the future promises to be even more so. In some ways, it is a pity that beginning ag-pilots, in many cases, will miss sitting behind a radial engine; trying to figure without GPS where the next swath should go in a wheat field planted round and round with a grain drill and to never explain to a flagger how to walk across that wheat field in a straight line. 

Every year, I see more ag-pilots starting out or transitioning into turbine aircraft. I don’t believe that to be a big problem, providing it is done correctly. One operator I talked with didn’t see the value of attending a school’s turbine transition course. He assured me that he wouldn’t let a pilot start or fly one of his turbines without fully checking him out. I suppose in some cases that would work. However, a pilot cannot have too much training on something that is foreign to him. It has to be better to be checked out in a dual cockpit turbine aircraft before launching out solo without that advantage. I prefer to err on the side of caution.

I will be talking with a lot more of you in the coming months at state trade shows. I hope that you continue to stop by AgAir Update’s booth and tell me these things. It is challenging stay caught up with an ever changing industry. Our one-on-one sessions at the booth, or in the bar, help me to stay in the loop. 

Until next month, Keep Turning…

A family business

When growing up, I was always told not to brag about yourself. That makes sense. Usually, if someone is bragging about what they are doing, one has to take it with “a grain of salt”. Of course, the exception to that is when it comes to children and grandchildren. In those cases, bragging rights have been earned. 

I am going to make another exception that ties in with the children bragging thingy. At AgAir Update, we have made it our mission to serve the ag-aviation industry the very best that we can. Coming from a longtime ag-aviation background, I have tried to parlay my experiences into print and, now, electronic mediums. Ironically, I have learned more about ag-aviation from publishing AgAir Update than I ever learned while flying ag! 

Sometimes I take it for granted that everyone who reads AgAir Update knows we are a small, family run business, not unlike most ag-operations. Sandy and I have been working partners, as well as husband and wife, since the early days of AgAir Crop Service nearly four decades ago. Today, she still comes to the office and handles the payroll, statements and other bookkeeping chores. If you have ever called about an invoice, then you probably have spoken with her. 

Graham, my son, started with AgAir Update selling classifieds and creating our website while he was still in high school, over 15 years ago. He had to try out the other business world for a while after college before coming back to roost full time with AgAir Update six years ago. My, how time flies. Not only does Graham handle all of our extensive electronic media, but increasingly he is taking on the day-to-day activities at AgAir Update, including writing articles. I know you will enjoy his article and fantastic photography in this month’s edition for the Everidge family cover story. He did his old dad proud with this one while I was goofing off somewhere else. 

Earlier this year, Casey, my daughter, came to work with us full-time. She had helped in the business several years off and on while completing a college degree and starting a family. To better serve our readers, Casey is helping refine our subscription and classified databases. She has also been instrumental in the development of AgAir Update’s Marketplace, where readers can buy ag-aviation related items. And, she helps her mom by taking on more bookkeeping and administrative responsibilities, making her a very busy woman. 

I am content that my family works alongside me at AgAir Update. It has been interesting to watch this happen. Most families don’t have this, except maybe for those of us in the ag-aviation business. Many AgAir Update readers know about this firsthand as they raise their family to work together in the business. It has its challenges, no doubt. You have to be considerate and not just get mad and fire them like some wayward employee. However, this coin has two sides. It is to their credit they are tolerant with a grumpy old man who thinks the only way to do things are his way; well, maybe not always. 

For the most part, the industry has put another spraying season behind it. This is true for us at AgAir Update, as well. Like others who support the industry with products and services, our work schedule changes as the demand to stay in the air lessens. Aircraft will take a well-deserved break, getting in line for annual inspections. The same holds true for pilots and business owners, taking a break, resting the soul. However, the time between seasons has become less and less with each passing year as more applications are being made in the late fall, winter and early spring. Still, the need for rest and repair are needed. Be sure to get it. 

Until next month, 

keep turning...