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...
Friday, April 16, 2010
Wednesday, March 31, 2010
Brazil Defines Big
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...
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...
Monday, March 29, 2010
New paint and airline runoff
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...
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...
Friday, March 26, 2010
Did I forget something?
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.
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
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.
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.
Thursday, March 11, 2010
Longtime Friend
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.
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.
Monday, March 8, 2010
Mother Nature is in control
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...
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