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.
Tuesday, March 1, 2011
Sunday, February 20, 2011
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.
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.
Monday, January 17, 2011
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
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
Thursday, January 13, 2011
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.
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.
Wednesday, December 22, 2010
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
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
Saturday, December 11, 2010
More than a press release...
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
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
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 |
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