Official Publication of the National Agricultural Aviation Association May/June 2015

www.agaviation.org Vol.42, No.3

Pilot Fatigue
What you should know,
and what to do about it

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Director of Education & Safety
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2015 NAAA Officers

President: Rick Boardman, Nebraska Secretary: Scotty Meador, Louisiana
Vice President: Harley Curless, Illinois Treasurer: Gary Jerger, Minnesota
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12
ON THE COVER
The stress and fatigue of a long
flying season can get the best of
ag pilots sometimes
ALSO INSIDE:
Miles Morris (right) turned an
Operation S.A.F.E. clinic he
bought at the NAAA auction into a
customer demonstration event
40
Contents
May/June 2015
COVER STORY
Combatting Fatigue in the Cockpit................................................................. 12
Amid calls by the NTSB to come up with better guidance on fatigue management for the aerial
application industry, Agricultural Aviation takes an in-depth look at fatigue and examines ways to
keep ag pilots’ focus up and fatigue-related incidents down
PLUS:
The Pitfalls of Flying Fatigued ....................................................................... 23
An expert in sleep medicine offers his prescription for fighting fatigue during the busy flying season
Fatigue Management and Agricultural Aircraft Operations............................ 30
Advice from the NAAA Insurance Committee on how to mitigate the effects of pilot fatigue
Focus Falters When Fatigue Flourishes.......................................................... 32
A guy-wire strike opened a veteran ag pilot’s eyes to the effects that fatigue can have on pilot focus
Family Matters................................................................................................ 34
An operator’s wife and a pilot reflect on the challenges of minimizing stress at home during flying season
FEATURES NOTES
We Asked, You Answered.............. 36 President’s Message...................... 4
NAAA members weigh in with their solutions UAVs, fatigue the talk of the town
to three common workplace conflicts
Executive Director’s Message........ 6
Spring Training.............................. 40 USDA economic data shows continued global
In preparation for the summer spraying demand for agricultural products
season, aerial applicators in the Southwest
geared up with two Operation S.A.F.E. Fly-Ins NAAREF President’s Message......... 8
Managing risk and minimizing distractions
Pilots for Hire................................ 44
In the market for a new pilot or seat? Search
and market yourself on NAAA’s Job Board DEPARTMENTS
Your Help Wanted......................... 48
The Aerial Application Technology Research
Washington Report....................... 10
Unit is crowdsourcing its latest research
Air medical issues take center stage with
Pilot’s Bill of Rights 2 and revised sleep
project and needs applicators’ help to develop
apnea guidance
a comprehensive aircraft setup database
People and Products..................... 56
Help for Agspiring Pilots............... 50
Consumer Reports slams conventional
Up to $7,500 in training money is available to
produce; FAA 2014 GA Activity Survey
assist aspiring ag pilots thanks to the 2015
underway; Terri Long joins NAAA as senior
NAAA/BASF Agricultural Aviation Scholarship
App-solutely Fabulous.................. 64
director of operations and finance; North
Dakota AAA’s off the wall ad campaign
Agricultural Aviation has gone digital.
Download the Agricultural Aviation Magazine
NAAA Membership Application..... 60
App today to experience the magazine in a NTSB Accident Report.................. 61
whole new way!
Welcome to New Members........... 61
Index of Advertisers...................... 63
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 President’s Message
Rick Boardman
UAVs, Fatigue the Talk of the Town
A fter a whirlwind coast-to-coast tour of the agricultural
aviation industry, the winter/spring convention circuit is
complete. I was able to make it to all of the state and regional
conventions except two that overlapped with others. Thanks
go to Vice President Harley Curless and Andrew Moore,
NAAA’s executive director, for picking up the slack for me.
When I was asked to do this job, I decided I would do my
best to go to as many conventions and spend as much time as
possible with the attendees going to training meetings, exhibit
halls and getting to know as many people as I could while visiting
about the issues and day-to-day workings of our industry.
UAVs are probably the most talked about issue, as it is in
any agriculture, technology or science publication. Everyone
I visited with seems to agree that they could become a real
safety concern. With the proposed FAA UAV rules being
much less stringent than we had hoped for, it will make it
much easier for inexperienced people to fly these drones.
I’ve heard several times that it is going to take a fatality
from a UAV strike for the rule makers to understand how
dangerous unmanned aerial vehicles actually could be to
manned aircraft. At this time, it is still illegal to use drones
commercially unless you have been granted a special use
permit. Many companies are in the process of applying for,
or have received the permits for a wide range of uses.
Talking Fatigue
Fatigue is also another issue that is being talked about.
With the NTSB releasing its report on our accidents from
the 2013 season, it is apparent that fatigue is a factor in one
form or another in a majority of the accidents. Whether we
are working all day or in the midst of a spray run that lasts
30 days straight, we have to keep ourselves safe. Each of us
has our own way of dealing with fatigue from flying every
day. Personally, I know I struggle with dealing with fatigue.
Even though I know the facts and statistics related to pilot
fatigue, there are times I’m guilty of putting myself in an
airplane even though I might not be completely rested.
4   National Agricultural Aviation Association | May/June 2015
When work is piled up it is hard to rationalize taking some
downtime as opposed to getting back in the cockpit.
The NTSB report mentioned other sectors of aviation and
industry using duty time cycles as a regulatory avenue, such
as the airline and trucking industries, but recommended
that NAAA and NAAREF continue with our education
programs to address the issue. After going to the Canadian
Aerial Applicators Association’s annual convention and
visiting with them about duty times, it didn’t take long to
figure out that it can get complicated in a hurry, and at my
operation it wouldn’t work very well with most of the work
coming in a 60-day timeframe. Several operators mentioned
having an extra pilot to move around between planes so the
main pilots could get the rest needed to comply. Not an easy
task with the majority of pilots and operators being Type A
personalities with a “get it done now” attitude and farmers
echoing that chorus. Plus, when you’re getting paid on a
percentage, no one wants to take a day off in the middle of
the run. However, we always need to remember that a day
off today may be worth it to keep flying tomorrow.
At my operation it’s easy to stay hydrated and fed since my
wife, daughters and secretary prepare two meals a day for
the pilots and crew. Someone is always offering the pilots
another bottle of water or snacks throughout the day. It’s
easier to get fat than it is to go hungry at our operation. Just
take a look at yours truly the next time you see me!
Operators, pilots and ground crew alike need to continue
communicating and watching out for each other to
safeguard against fatigue and other health issues, such as
dehydration. Better self regulation of pilot fatigue alone
could diminish accidents if we could become better at
identifying and acting on it.
In closing, keep your eyes open for drones, towers and other
obstacles, and report any incidents with UAVs. Keep yourself
hydrated, fed and rested. And most of all fly safe! ■
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 Executive Director’s Message
Andrew Moore

A Few Early Bumps on the 10-Year Flight, but then

Projections of Clear Skies and Tailwinds for the
Remainder of the Decade
USDA economic data shows continued global demand for agricultural products

T he USDA’s Economic Research Service recently

released its “USDA Agricultural Projections to 2024”
report. It shows the U.S. agricultural economy stumbling
annually, and beef and pork by 1.3 percent and 1.2 percent
annually, respectively.

a bit out of the starting gate as commodity prices for 2014
indicated. That trend will likely continue this year as crops
are projected to continue to fall reducing the value of U.S.
agricultural exports. However, world economic growth,
particularly relatively high growth in developing countries,
and increases in the global middle class population provide
a foundation for increases in global food demand, trade and
U.S. agricultural exports as does continued global demand
for biofuel feedstocks. The tone of the report is likely to
provide an optimistic wave of good-feeling for farmers and
farm service providers, such as aerial applicators, as we look
ahead to the close of the first quarter of this 21st century.
According to the report, global real economic growth is
assumed to average 3.5 percent annually over the next
Although trade competition will continue to be strong, the
U.S. is projected to remain competitive in global agricultural
markets due to a relatively low-valued dollar and due to
lower transportation costs. For example, according to a
recent analysis of U.S. soybeans, a metric ton of soybeans can
travel from Davenport, Iowa, to Shanghai, China, for $100
whereas it costs $150 to move the same amount of soybeans
from Matto Grasso, Brazil, to Shanghai, China, due to the
fact that that region in Brazil lacks waterway infrastructure
and must be trucked 1,000 miles to port.
Just to spot-check a few of the U.S. ag growth projections
in the USDA report, corn exports are expected to increase
to 63.5 million tons by 2024/25, up from approximately
38.6 million tons exported in 2013/14, and farm sales of

Source: USDA World Agricultural Outlook Board/Interagency Agricultural Projections Committee

decade. India and China, the two most populous countries,
are expected to remain among the world’s fastest growing
economies. According to the U.N., world population will
increase from 7.2 billion today to 8.1 billion in 2025. This,
coupled with significant growth in the middle class, which is
2 billion today and expected to grow to 4.9 billion by 2030,
again supports longer term gains in world food demand,
global agricultural trade and U.S. agricultural exports.

Global meat consumption, according to the USDA report,

will continue to rise through 2024 as more people can
afford it due to the growing middle class. World agricultural
products consumption is projected to rise 15 percent for
meats, 21 percent for oilseeds and 15 percent for coarse
grains by 2024. Poultry demand will increase by 2.2 percent Global Corn Exports

6   National Agricultural Aviation Association | May/June 2015


Source: USDA World Agricultural Outlook Board/Interagency Agricultural Projections Committee
Value of U.S. Horticultural Production
horticultural crops are project to grow nearly 2 percent
annually over the next decade, reaching $73 billion in
calendar year 2024, up from $60 billion in 2014.
The USDA report acknowledges that prices are low
presently, but lays out a number of situations, in addition
to the demand increases aforementioned, which will likely
result in prices heading north in a few years and through
2024. The report projects oil prices to fall through 2016 due
to increased production domestically through fracking and
other drilling; however, the USDA projects expanded global
oil use due to the projected increase in global GDP, hence
oil price are likely to increase from 2017 to 2024. A number
of crops, such as corn and sugarcane, are tied to oil due to
their ability to be made into biofuels, so as oil prices rise
their prices stand to increase too.
Also, water constraints in some countries are impeding the
expansion of irrigation. This could result in upward prices
due to irrigation water being pumped from deep wells—the
cost of pumping is projected to continue to increase due to
falling water tables.
Another factor that could lead to increased crop prices is the
slowing growth rate for world average crop yields, which may
make it a challenge to meet rising demand. This projected
slower growth rate over the next decade is attributed to
reduced public funding for research and development that has
occurred over the last 25 years. A study by Field to Market:
the Alliance for Sustainable Agriculture evaluated data on
corn, cotton, potatoes, rice, soybeans and wheat and their
effects on the environment from 1980 to 2011. Over this time
corn yield increased on a per-acre basis by 64 percent, while
the land needed to produce a bushel of corn decreased 30
percent. Soil erosion, water use, energy use and greenhouse
gas emissions also decreased by 67 percent, 53 percent, 44
percent and 36 percent, respectively. Soybean yields over
Executive Director’s Message
this time increased on a per-acre basis by 55 percent, while
the land needed to produce a bushel of soybeans decreased
35 percent, and soil erosion, water use, energy use and
greenhouse gas emissions decreased by 66 percent, 42 percent,
48 percent and 49 percent, respectively. Similar results were
logged for the other crops analyzed as part of this study.
With a drop in research it’s uncertain that such yield and
sustainability progress will be made over the next 10 years. As
a result, crop prices will likely rise.
Overall, the data is pretty encouraging, especially considering
there are 3.7 billion acres of arable land in the world and that
is a static figure. The ability to maximize yields by preventing
the spread of weeds, damaging insects and disease should be
in continued, if not greater, demand, particularly when 30
percent of the world’s crop production is lost due to these
factors, according to the FDA. Maintaining agricultural
sustainability by controlling runoff and maintaining soil
health by spreading cover crops will also be in great demand.
Aerial applicators should look at this data and be optimistic.
Demand for their services will likely increase with the
demand for more crops and higher projected prices. Some
bumpy air is projected this year and into next, but then clear
and glassy skies are forecast up to the quarter-century point. ■
CONSULTING WITH THE CONSULTANTS NAAA met with board rep-
resentatives of the National Alliance of Independent Crop Consultants
(NAICC) at headquarters recently. NAICC represents more than 600
professional crop and research consultants from across the country that
make recommendations to farmers on crop protection products to use to
keep their crops healthy and the best method of application to use. From
left to right are NAAA Executive Director Andrew Moore, FMC Director of
Government Affairs Michael J. Seyfert, Bayer Field Studies Work Leader
Sandra Mackie, Michelle Mitchell with Costal Research Services, and
FMC’s Business Services Manager for North American Crops, Rick Kesler.
National Agricultural Aviation Association | May/June 2015   7
 NAAREF President’s Message
Brian Rau
Distractions
“W ill It Go Round in Circles?” An early ’70s song by
Billy Preston is playing in my head as I racetrack a
40-acre central pivot irrigated potato field for the 10th time.
Dizzy by Tommy Roe sometimes starts to play internally
on this field also. At times I have found myself humming
Nearer My God to Thee on particularly difficult fields. Some
pilots have music playing while flying; they say it helps them
to focus on the task at hand1. Many surgeons do the same
thing in the operating room.
How do you keep focused and prevent distractions? Staying
focused is a big part of risk management. Airline pilots
are required to use “Sterile Flight Deck Environment”
procedures during critical phases of flight, in which only
communications and activities directly related to the phase
of flight are allowed. What are our critical phases of flight?
During a return flight from a recent IFR proficiency
check, the instructor (also an ag pilot) and I were catching
up and talking about ag flying and I noticed that as soon
as we got near the traffic pattern, he stopped talking. He
was too polite to tell me to shut up, but I got the point
quickly and flew the rest of the pattern with only necessary
communications. My attention went back to where it
needed to be, outside of the cockpit.
How do we keep our attention outside of the cockpit
where it needs to be during our critical phases of flight?
Technology is great but what about distractions? Will
ADS-B help us or will it be another distraction that
keeps our head down instead of up? We can’t ignore new
technology, but we have to use it properly. A true heads-
up display (HUD)—a transparent display that presents
data without requiring users to look away from their
usual viewpoints—is getting closer to being affordable.
It is already in use in some high-end automobiles.
Gaylon Stamps examined the pros and cons of music in the cockpit for Agricultural
1
Aviation in 2011 in the article “Tune In or Turn Off: The Conundrum of Music in the
Cockpit.” Members may access it in the NAAA Resource Center at www.agaviation.org/
resources.asp.
8   National Agricultural Aviation Association | May/June 2015
HUDs combined with the stick controls that some GPS
manufacturers are already using will help a great deal.
Heads down vs. heads up is only part of the distraction
problem. The other problem is keeping our minds focused.
I find that my thoughts are more easily distracted while
working the fields with which I am most familiar. I also
have more problems keeping focused when I am tired. A
common comment among pilots after an accident is, “I was
thinking about the next field or the next load or the next
day’s work.” When dealing with distraction I use what I
call the “bounce back” method of focus in that as soon as I
notice my thoughts are on something else, I bounce them
(my thoughts) back to the task at hand and hopefully keep
them there longer.
It is unrealistic to believe you will never have a distracting
thought enter your mind while flying. It is possible to
train yourself to be able to recognize when your thoughts
are someplace they don’t need to be and refocus. My only
psychology degree is from the University of Hard Knocks,
but my bounce back method is somewhat supported by the
acknowledgement of people with real degrees in that most
say “multitasking” is not really possible. People who we say
are multitasking are really just doing one task or thought at a
time, and are switching rapidly back and forth between tasks,
sometimes with mixed results. If you are IFR rated, think
back to your initial IFR training. You learned to fly the glide
slope/path well until another task was added, such as talking
on the radio. Your eyes were still scanning the instruments
the same as before, but your mind was on a different task.
Eventually you learned to switch your thoughts back and
forth rapidly enough (multitasking) that it appeared seamless.
Don’t multitask any more than you need to. Communications
during ag flying can be very distracting.
We all know the things that need to be done: preflight the
airplane, survey the field, don’t pull too hard in the turns, the
list goes on and on. Some find it helpful to use checklists

However you do it, we all need to commit
to ourselves, our families and our industry
to get better at risk management. Sign a
pledge if it helps, put a picture of your family
in the cockpit if it helps, use music if it helps,
and don’t fly fatigued. Keep your thoughts
focused where they need to be.
NAAREF President’s Message
which may be written or mental. Some use mnemonic
devices, such as GUMPS2, in place of a checklist to help
them recall larger pieces of information. However you do
it, we all need to commit to ourselves, our families and our
industry to get better at risk management. Sign a pledge
if it helps, put a picture of your family in the cockpit if it
helps, use music if it helps, and don’t fly fatigued. Keep your
thoughts focused where they need to be. ■
2
GUMPS is an acronym widely used by fixed-wing aircraft pilots as a mental checklist to
ensure nothing critical has been forgotten before landing. It stands for Gas, Undercarriage,
Mixture, Propeller, Seat belts and Switches.
National Agricultural Aviation Association | May/June 2015   9
 Washington Report
By Sterling Wiggins, Coordinator of Government & Public Relations
Air Medical Issues Take Center Stage with Pilot’s Bill
of Rights 2 and Revised Sleep Apnea Guidance
P ilot medical issues have taken center stage lately as the
FAA reintroduced its Obstructive Sleep Apnea (OSA)
guidance for medical examiners following the backlash in late
2013 by NAAA and the GA industry over the sudden and
dramatic change from the Agency’s previous guidance, which
occurred without consultation with the industry or public.
In Congress, the Pilot’s Bill of Rights 2 was introduced,
which contains provisions eliminating the need for third class
medical certificates for recreational pilots as well as a number
of reforms to the FAA’s investigatory process.
Revised Sleep Apnea Guidance
In November 2013 the FAA issued guidance to aviation
medical examiners regarding Obstructive Sleep Apnea. Saying
it was within the agency’s existing authority, the FAA did
not initiate notice and comment rulemaking or publish the
policy in the Federal Register. Instead, it was released via an
aviation medical examiner (AME) newsletter article and slated
to be published in the AME Guide. The policy would have
mandated time-consuming and expensive sleep apnea testing
by a sleep specialist for pilots with a body mass index (BMI)
of 40 or greater or a neck size over 17 inches. Those pilots
falling outside the aforementioned parameters would have
been grounded until they successfully completed treatment,
if required, and they obtained a Special Issuance Medical
Certificate from the FAA. The FAA said it planned to expand
the policy over time to include all pilots with a BMI of 30 or
greater, which includes more than 100,000 airmen.
Following intense backlash by NAAA, the General Aviation
Manufacturers Association, the Aircraft Owners and Pilots
Association and other aviation trade groups, the FAA
withdrew the guidance in January 2014, saying it would
instead collaborate with aviation industry groups to develop
a more holistic policy. Congress also objected to the route the
FAA took, with the House of Representatives passing a bill to
block the policy and the Senate introducing a similar bill.
10   National Agricultural Aviation Association | May/June 2015
On March 2 the FAA published revised sleep apnea
guidance which took into account the concerns expressed by
pilots, industry stakeholders, and Congress.
From FAA.gov:
[Under the new policy, an] AME will not use BMI
alone to assess whether the pilot applicant has OSA or
as a basis for deferring the medical certificates (except in
cases where the OSA risk is extreme). AME’s will screen
for the risk for OSA using an integrated assessment of
history, symptoms, and physical/clinical findings. OSA
screening will only be done by the AME at the time of
the physical examination using the American Academy
of Sleep Medicine (AASM) guidance provided in
the AME Guide. Pilots who are at risk for OSA will
be issued a medical certificate and will then, shortly
thereafter, receive a letter from the FAA’s Federal
Air Surgeon requesting that an OSA evaluation be
completed within 90 days. The evaluation may be done
by any physician (including the AME), not just a sleep
medicine specialist, following AASM guidelines. If
the evaluating physician determines, using the AASM
guidelines, that a laboratory sleep study or home study
is warranted, it should be done at that time. The pilot
may continue flying during the evaluation period and
initiation of treatment, if indicated. The airman will
have 90 days (or longer under special circumstances) to
accomplish this, as outlined in the Federal Air Surgeon’s
letter. The FAA may consider an extension in some cases.
Pilots diagnosed with OSA and undergoing treatment
may send documentation of effective treatment to the
FAA in order to have the FAA consider them for a
special issuance medical certificate.
More details on the new guidelines can be found on the
FAA’s website at www.faa.gov/news/fact_sheets/news_story.
cfm?newsId=18156.

Pilot’s Bill of Rights 2
General aviation (GA) has always had a strong voice in the
nation’s capital, however the last several years it has been
particularly strong. The House General Aviation Caucus,
comprised of pro-GA legislators, is now 232 members
strong—well above the 218 required to move legislation in the
chamber—and the Senate Caucus is 32 members strong. Thus,
it makes sense that pilot and House GA Caucus Chairman
Rep. Sam Graves (R-MO) would introduce revisions and
additions to the 2012 Pilot’s Bill of Rights, informally known
as the Pilot’s Bill of Rights 2 (PBOR2, H.R. 1062). The
companion bill, introduced by pilot and Senate GA Caucus
member Sen. James Inhofe (R-OK), is numbered S. 571.
Third Class Medical Reform
The original Pilot’s Bill of Rights, first introduced by Inhofe
and signed into law by President Obama in 2012, requires
the FAA to give written notice to certificate holders of their
rights when under FAA investigation, including notice
of the right not to respond to the FAA and that failure
to respond cannot be held against the certificate holder,
among other provisions. PBOR2 expands the exemption on
third class medical certificates for sport pilots to all pilots
flying aircraft up to 6,000 pounds. Thus, those piloting
small aircraft not for compensation would be effectively
exempt from the medical certificate requirement, saving
the time and money required to visit an aviation medical
examiner every five years. The reform measure would also
free pilots in this category from the intrusive medical exam
and sometimes lengthy appeal process that can result if
a Special Issuance Medical Certificate is required. This
exemption would apply for both VFR and IFR flights
up to 14,000 feet. These exemptions could break down
entry barriers for aspiring pilots and help erase a deficit of
GA aviators including ag aviators. In order to ensure the
FAA takes timely action on Congress’s changes, the bill’s
language prohibits the FAA from enforcing Class 3 medical
violations if the FAA does not publish a final rule exempting
recreational pilots from Class 3 medical requirements within
180 days of the bill’s passage.
Expansion of Rights for All Pilots
The bill explicitly states that pilots facing investigation by
the FAA can appeal the Agency’s decision directly to a
federal district court. The bill also contains a requirement
for the FAA to disclose the specific incident(s) used to
begin enforcement proceedings, a prohibition on the
FAA’s moving forward with enforcement if the agency
doesn’t provide a timely notification that it has begun an
investigation. It also requires the FAA to furnish a copy of
Washington Report
the releasable portion of an enforcement investigative report
when serving an emergency order or enforcement action.
The bill would reform the record-keeping system and
prevent pending enforcement actions from being made
public. Other provisions are tailored to provide protections
when the FAA seeks re-examination and improved
accessibility to flight recorder data. The bill would also
extend civil liability protection to medical examiners and
other non-employee representatives in the FAA, and Good
Samaritan Law protections to pilots performing volunteer
flights for non-profits to shield them from liability in the
event of an accident or incident.
NAAA urges members to contact their members of Congress
and ask them to support H.R. 1062 and S. 571. The House
bill currently has 15 co-sponsors, and the Senate bill 16. The
full bills and list of existing co-sponsors can be found at www.
congress.gov. You can find your Congressman and Senators at
www.house.gov and www.senate.gov, respectively.
After years of sluggish movement, it appears Congress and
the FAA are on track to tackle many of the outstanding
medical and procedural issues that have been plaguing the
industry for decades—and they’re ready to bring existing
policies up to date to account for modern science. NAAA will
keep members up to date on these and other developments
via Agricultural Aviation and the NAAA eNewsletter. ■
POLLINATOR PROTECTION NAAA met with the Environmental
Protection Agency’s Office of Pesticide Programs in Arlington, Va.,
recently to emphasize technologies and techniques the aerial
application industry practices to protect the health of America’s
pollinators. The meeting took place before a White House Task
Force report was released identifying further ways to protect bees
and other pollinators. Pictured from left to right are Scott Rawlins
of Wilbur Ellis, NAAREF President and NAAA Government Relations
Chairman Brian Rau, NAAA Executive Director Andrew Moore, NAAA
President Rick Boardman and Richard Gupton of the Agricultural
Retailers Association.
National Agricultural Aviation Association | May/June 2015   11
12   National Agricultural Aviation Association | May/June 2015
DON’T SLEEP ON THE

Dangers
of Fatigue
An NTSB special investigation offers
insights into fatigue-related accidents;
plus, tips on how to keep fatigue at bay
By Ken Degg
Director of Education & Safety

A
nyone who has been in the aerial application industry can easily
determine why our pilots suffer from fatigue. Farming is a seasonal
industry where certain operations such as planting and harvesting
must be done when soil, crop and weather conditions are favorable.
During certain parts of the growing season, working hours stretch from
sunrise to sunset and many times, well into the night. Aerial applicators
are forced to work long hours during the window of opportunity or the
time-sensitive work may be lost. It is almost a foregone conclusion that
there will be times when we are tired, but in order to pay the bills, we
must soldier on. Many operators feel they can’t have enough pilots and
aircraft during those work spurts to get the work done without spending
many additional hours to catch up. The best alternative to shutting down
the operation is to learn to recognize and manage fatigue.

National Agricultural Aviation Association | May/June 2015   13

 During the information gathering
phase of the NTSB’s Special
D A NG E R S O F FATIG U E
Investigation Report on the Safety
of Agricultural Aircraft Operations
(NTSB/SIR-14/01), released May
2014, the investigators found five
accidents from 2013 whose cause they
could contribute to fatigue. Herewith
is a brief overview of the circumstances
surrounding each accident.
In the first fatigue-related accident, the
pilot of a Piper Pawnee Brave collided
with a tree while making a pull-up
from a small, tightly confined field.
Although the pilot said he usually
sleeps at least seven hours per night,
his sleep was disturbed several times
during the night before the accident.
The disturbance was something as
insignificant as keeping a friend’s
dog overnight which continuously
interrupted his sleep during the time
he should have been getting the
needed rest. The pilot reported he
had been working six days per week
and averaging about four hours of
flying per day. He also attempted to
do the difficult job only after repeated
requests by the landowner. His fatigue
The NTSB attributed this OH-58+ accident to pilot fatigue. The pilot had been awake a long time
and was working when he would usually be sleeping.
14   National Agricultural Aviation Association | May/June 2015
was enhanced by external pressures
and workload challenges.
The second fatigue-related accident
occurred when the pilot of an OH-
58+ lost control of the helicopter while
maneuvering to avoid power lines
during a night operation. The NTSB
report stated that the pilot had 650
hours total time, all in helicopters,
with 250 hours in an OH-58. He had
accumulated 40 hours of nighttime
flying with 18 hours in the last 30
days. This was his first season as a
pilot for crop application operations.
The accident load was the 15th load
carried on this work shift. The accident
occurred near midnight, about 14
hours after the pilot’s last sleep period,
a one-hour nap.
Although the report did not say when
the pilot awoke from his previous
night’s sleep, he flew a practice flight
at 0730, went home at 0900, took a
one-hour nap, returned at 1500, went
home again at 1700, and returned
at 2030. He took off at 2130, which
commenced his working flight.
Besides being awake a long time, the
pilot was working at a time when he
would usually be sleeping.
The third accident was a Bell 206B
operated as a public service aircraft
under contract to the Bureau of
Land Management while seeding
using a suspended bucket. The highly
experienced pilot, who had 37,500
hours, was fatally injured and the
helicopter was destroyed. The 74-year-
old pilot had approximately 10,000
hours in this make and model aircraft.
The lowest part of the bucket was
approximately 11 feet below the skids.
The bucket reportedly struck the
static lines above three sets of tandem
power cables.
The investigation found that the
pilot had conducted multiple flights
throughout the day and he was
subject to task- and/or work-related
fatigue. In the four days prior to the
accident, he had flown about eight
hours per day totaling 33.9 hours. On
the accident day, he had flown 6.6
hours. The night before the accident,
the pilot went to bed around 2030 and
awoke at 0530 with no indication that
he had trouble sleeping.
The fourth accident involved a
pilot of a G-164D Ag Cat who
lost control of the aircraft during
a wake turbulence encounter. The
pilot, who received minor injuries,
had flown for 12 hours and carried
71 loads on the day of the accident.
The accident occurred at 1900 when
he hit his own wake turbulence.
The aircraft went inverted and the
nose pitched down with insufficient
altitude for recovery. The pilot
had been awake since 0445 that
morning. The investigation
determined that he was fatigued
due to extended hours of
wakefulness and high workload.
The fifth and final fatigue accident of
the study period involved a Weatherly
620B in which the pilot lost control
while maneuvering. The pilot, who
had logged about 750 hours, was
fatally injured in the accident. He
reportedly slept well for seven or eight
hours the night before the accident.
He woke up around 0700 but was
unable to start flying until 0930 due
to foggy conditions. At the time of
the accident at 1930, he had flown
about nine hours for the day. He had
taken only a 10- to 15-minute lunch
about six and a half hours before
the accident.
While other factors may also have
been at play, the common thread
across all five accidents are that they
occurred near the end or at the very
least well into the pilot’s workday.
Understanding Fatigue
As stated upfront, those of us involved
in the aerial application industry
realize we are tied to our customers’
work schedule and circumstances
dictated by weather and crop
conditions. Farming has always been
a lifestyle that has busy peaks such
as planting, harvesting and when
other events require timely crop
treatments. This fatigue-inducing
work schedule makes it imperative to
understand fatigue and devise fatigue
mitigating practices.
Jim Anderson’s article on behalf of
the NAAA Insurance Committee,
“Fatigue Management and
Agricultural Aircraft Operations,”
gives an excellent introduction to
understanding fatigue (see pg. 30).
It is important to remember that
fatigue refers to a physiological state
in which there is decreased capacity
to perform cognitive tasks and
increased variability in performance
as a function of time on task. Fatigue
is also associated with tiredness,
weakness, lack of energy, lethargy,
depression, lack of motivation
and sleepiness.
Pressure Gets Immense During the
Spray Season, and That Begets Fatigue
By Jay Calleja, Manager of Communications
M
ark Hartz has learned that steadiness is the key to making it through the arduous
aerial application spraying season. The operator of Grand Prairie Dusters in Almyra,
Ark., has been in business with co-owner and fellow pilot Scott Goetz for more than
25 years and knows a thing or two about dealing with the pressures of the season.
Pressure comes with the territory for an aerial applicator. Managing it is an acquired skill.
“The younger you are or if you haven’t been an operator for very long, the pressure
can be quite great, and you can impose a lot of pressure on yourself,” Hartz says. “I think
those of us that are older know when it’s time to take a step back and do a slow walk to the
airplane instead of running and rushing.”
Over the years he has grown to see the wisdom of the
tortoise and the fallacy of the hare who started fast but
wore himself out in Aesop’s fable. “You’ve got to make it to
the finish line, so it behooves you to take care of yourself
throughout the process, rather than these huge exertions
starting out and then petering out toward the end,” Hartz
says. “And it’s tough. There’s no easy way.”
Some of the pressure aerial applicators feel comes
Arkansas operator Mark Hartz
from farmers eager to get their field treated, but ag pilots
also put pressure on themselves, to their own detriment at times. Says Hartz, “We’re all Type
A-driven personalities, so [when] we see a job in front of us, we just flat want to get it done.
And sometimes you just have to have the sense to pull back a little bit.”
Yet Hartz acknowledges how difficult that can be for a number of reasons. “There’s no
day to take off, not in this climate of agriculture that exists now. The growing season has
gotten so compressed, and there’s only so many days to get stuff done,” he says. “It’s just
not good business unless there’s a compelling reason to and everybody’s just bone tired.”
Since days off are few and far between in season, when pilots do get some time for
themselves, it’s important to use it wisely. “When you do get the chance to rest, you need to
really rest,” Hartz says.
Preparation in the offseason can also go a long way toward alleviating in-season
problems. Before the busy cycle hits, take care of everything possible that could cause you
stress later on, Hartz advises. From aircraft maintenance to ensuring that enough fuel is on
hand to lining up your ground crew for the season, there are a lot of i’s that can be dotted
in the offseason. Your aircraft isn’t the only thing that needs to be maintained. Prepare your
body with an offseason workout program too.
In addition to treating his customers’ fields in Arkansas, Hartz spends a few weeks each
summer flying for Schertz Aerial Service in Hudson, Ill. Lots of out-of-town pilots do the same
thing during the Midwest corn run, but they pay a toll for that privilege. Living out of a suitcase
is hard on the body. Being away from home base can compromise a pilot’s sleep. Exercising
and eating properly also gets more challenging. Do your best to keep up healthy habits.
“It is harder on the road, but there are things you can buy and keep on hand,” Hartz
says. “Sometimes you have to take care and provide yourself with enough snacks to sustain
you while you’re gone because you never know what’s going to happen.”
Dehydration can be very debilitating. Ag pilots need to guard against it by staying hydrat-
ed. “If you’re energy level is starting to lag a little bit, you need to do something,” Hartz adds.
“You need fuel in your body so that you’re operating as much at your peak as you can be.”
Asked about the NTSB’s recommendation that NAAREF and the FAA work together to
come up with better fatigue management guidance for ag operations, Hartz said, “That is a
contributing factor to a number of accidents, no doubt, but there are people who go out and
have accidents and they are just fresh as a daisy. You’ve got to have your mind in the game
at all times.”
The key is to be smart and not to push pilots beyond their limits, said Hartz. “There are
people that operate ag services that are not ag pilots. Some of them have been ag pilots,
but it doesn’t take but a few years to forget how tired you get sitting in that airplane.
“But the ultimate way to deal with fatigue is at a very personal level, and it all comes to
rest with the pilot in the cockpit.”
National Agricultural Aviation Association | May/June 2015   15
 Weighing the Effects of
D A NG E R S O F FATIG U E

Fatigue vs. Alcohol Consumption

I
f you ask pilots how they feel about
drinking alcohol and flying, you would
undoubtedly hear how unwise the
practice would be. However, a lot of
pilots feel that they can function pretty
well when they are just tired after a long
day of flying. Do they have a point, or
are they kidding themselves?
In 1997, two Australian researchers,
Drew Dawson and Kathryn Reid,
conducted a study comparing the
consumption of alcohol and hours
of wakefulness on a subject’s
performance. Both were from The
Queen Elizabeth Hospital in Woodville,
South Australia. It was well recognized
that fatigue affects alertness and
performance, but it was difficult
to quantify the risk. They decided
to compare fatigue with alcohol
consumption.
each time the subjects’ blood alcohol
concentration increased.
The following comparison of
wakefulness to alcohol consumption
was made to quantify the effect of
wakefulness on performance in a
manner that is easier to comprehend.
Examining the performance results of
both groups allowed the researchers to
calculate that each hour of wakefulness
between 10 and 26 hours caused a
decrease equivalent to the decrease
in performance with a 0.004 percent
increase in blood alcohol concentration.
After 17 hours without sleep, the
subject’s performance equated to
the performance of someone with an
alcohol concentration of 0.05 percent
which is considered legally intoxicated
in some areas. After 24 hours, the
performance level decreased to that
of a person with a blood alcohol
concentration of 0.10 percent. With a
few exceptions, all states in the United
States consider 0.08 percent to be
legally intoxicated for operating a motor
vehicle. Some users are held to a lesser
limit, such as operators requiring a
Commercial Driver’s License (CDL) and
drivers under the age of 21. Incidentally,
FAR Part 91 prohibits a pilot from flying
sooner than eight hours after drinking
alcohol and the blood alcohol level must
have dropped to under 0.04 percent.
The results of this study clearly show
that fatigue can be as deadly as alcohol
consumption to a pilot. —K.D.

The subjects were divided into two

groups. The first group was kept
awake for 28 hours, and the other
subjects consumed 10 to 15 grams
of alcohol every 30 minutes until
their blood alcohol concentration
reached 0.10 percent. Dawson and
Reid measured cognitive psychomotor
performance at 30-minute intervals
using a computer generated test of
hand-eye coordination. shutterstock.com/ Alexey Lysenko

As expected, the performance

decreased in both groups as the study
progressed. Starting with the 10th and
continuing through the 26th hour of
wakefulness, performance on the test
decreased at a fairly constant rate.
Alcohol consumption also resulted
in a linear decrease in performance

16   National Agricultural Aviation Association | May/June 2015

The FAA has a number of excellent
publications and studies addressing
fatigue in aviation. One of these
publications is AC 120-1001,
titled “Basics of Aviation Fatigue”.
According to this document, although
fatigue is frequently attributed to
simply lack of sleep or extended
wakefulness without ample recovery
sleep, it is much more complex.
Research has shown that performance
and alertness levels are largely
influenced by the complex interaction
between sleep and the 24-hour
biological clock (circadian rhythm).
Understanding fatigue is further
complicated by time-on-task which
increases fatigue levels. We know that
fatigue is a clear concern to the safety
of aviation operations.
Adequate sleep, however, does remain
one of the most important factors
in preventing fatigue. Experts say
that the average person needs eight
hours of sleep a day, and as little as
two hours of sleep loss can result in
impaired performance and alertness,
especially impairment during the
late night and early morning hours.
When sleep is lost over successive
days, serious cumulative performance
deficits can occur in less than a week.
As sleepiness levels increase, lapses
or brief periods of failure to respond
to a stimulus increase in frequency
and duration. Also noted are: slowed
reaction times, cognitive slowing,
difficulty maintaining situational
awareness and impaired short-term
memory. None of these deficiencies
are conducive to safe operation of an
ag aircraft.
Although circadian rhythms are
difficult to thoroughly understand,
they are controlled by the biological
clock located in the brain. People that
normally live on a regular 24-hour
routine with sleep at night have two
1
www.faa.gov/documentLibrary/media/Advisory_
Circular/AC%20120-100.pdf
No Offseason for Ag Pilots in Florida
W
hen I caught up with Jeff Summersill of Thomas R. Summersill Inc. in Belle
Glade, Fla., the operator was nearing the end of nearly 60 straight days of flying.
That stretch began in mid-to-late February and would continue until late April.
Summersill figures he’s only had one full day off during that span.
There’s no such thing as an offseason for aerial applicators in the Sunshine State, let
alone an off-day. “We literally have four different spray seasons that pretty much follow the
four seasons,” Summersill says. He and his pilot fly the company’s two Air Tractor AT-802s
12 months of the year.
If they go more than two days without flying,
“something’s wrong,” Summersill adds. “The difference
between us and what most people do is that we don’t
necessarily fly all day every one of those days. But it still
is relentless knowing that you’re going every day.”
As the largest aircraft in the industry, the AT-802 is
a workhorse, so ag pilots tend to ride it for all its worth.
Summersill says he’ll sometimes fly for three and a
half hours without stopping for fuel. Being strapped Florida operator Jeff Summersill
into a seatbelt harness for more than three hours
without a break is mentally and physically demanding on the pilot. When he needs to recharge,
Summersill will take a catnap in his truck while the aircraft is being refueled. “It does make a
big difference for me, to be able to rest my eyes for 10 to 15 minutes,” he says.
Because an 802 can cover so much ground, a lot of times Summersill and his pilot will
split up and work off of different airstrips that can be 60 to 110 miles apart from each other.
However, for the last two weeks of their 60-day run, they decided to work out of the same
location to keep a closer eye on each other and share the load, so to speak. “We all feel it.
We’re tired,” Summersill admitted. “So instead of one aircraft flying for 12 hours, it will be
two aircraft flying five hours a day. It’s going to make our days easier and more tolerable.”
During busy stretches, Summersill acknowledged that growers can put pressure on
them to keep going, but he also said his customers know when to back off. “When you use
the words, ‘It’s a safety issue,’ fortunately—because most people don’t have airplanes and
know the aircraft—they’ll respect that,” he says.
But there’s another kind of pressure that often goes unspoken. “As pilots we all take pride
in what we do and sometimes we put pressure on ourselves to keep going. And it’s not a bad
pride. We take pride in our work and that’s a good thing, but sometimes you can take it too far.
“I fly, which not all operators do. For me, as a pilot, if I have another pilot working with
me, I’ve always, always told them that they can stop whenever they need to.”
If his pilot wants to stop flying, Summersill says he usually stops too, for two reasons.
First, “I don’t want to push him into a position where he feels like he’s missing something or
he’s the weak link. Second, if you think about how a customer looks at us as pilots, I would
stop as well because it presents a kind of unified front to customers that ‘it’s time to stop,’
even if I could keep going.”
Summersill is 40, but he feels like he’s still spraying like he’s 25. He has logged more
than 14,000 hours of ag time in his career, and he estimates that he probably took 10 to 12
actual days off over a 12-month period from 2014 to 2015. Last May, his other pilot quit,
so Jeff flew both planes all summer long by himself. One had a spray system, the other one
had a spreader, and he would jump back and forth between both planes. (His father, Tommy
Summersill, no longer flies, after suffering a detached retina three years ago.)
Fortunately, the Summersills found a new pilot by the fall, but no matter how much he loves
flying, the years of year-round spraying are starting to wear on Jeff. “I absolutely cannot keep up
this schedule for too many [more] years, and I don’t see myself being able to fly into my 50s.”
Due to the intensity and duration of the flying and spraying he does, the one thing Jeff
won’t short himself on is getting a good night’s sleep. “Keeping hydrated, I’m terrible at that
too, I’ll admit it,” Summersill says. “What I do have down pat is I go to bed early because I
wake up early.” —J.C.
National Agricultural Aviation Association | May/June 2015   17
 levels. Research has shown that
Fatigue refers to a physiological state in people lose awareness of their own
D A NG E R S O F FATIG U E

level of fatigue and their estimates

which there is decreased capacity to perform are unreliable. Some operators have
addressed this problem by giving
cognitive tasks and increased variability in ground crews the power to tell the

performance as a function of time on task. pilot that he or she is too tired to fly.

Fatigue Mitigation Steps

periods of maximum sleepiness. The
first occurs at night from about 3 to
5 a.m. and the second occurs in the
afternoon from roughly 3 to 5 p.m.
During these periods, core body
temperature reaches its lowest point,
and increased feelings of sleepiness
and reduced performance levels
occur. This rhythm affects cognitive
Reliable Service for over 40 Years
performance in many ways but
especially the increase in reaction
time and tendency to have lapses in
attention often associated with short
sleep attacks known as micro-sleeps.
Pilots and other employees should
realize that they are not capable of
accurately judging their own fatigue
What can operators do to mitigate
the effects of fatigue on the safety of
the company’s operation? Perhaps the
most important strategy is allowing
time for recovery sleep. Whenever
possible, operators should schedule
so the pilots can get required rest.
Likewise, pilots should remember
the importance of getting their sleep
instead of engaging in other activities
when not at work. Keep in mind that
when recovering from a sleep deficit,
the total sleep required will be related
to the amount of sleep debt. Since it
takes eight hours of sleep to provide

“
for the normal day’s wakefulness, it
The Kimmels have been our insurance provider and will require additional sleep to satisfy
the sleep debt. For example, it may
family friends across three generations. We can’t take several nine hour sleep sessions to
imagine doing business with anyone else.” recover full performance.
— Kenny & Michael Christmas, Christmas Flying Service, SHELBY, MISSISSIPPI
There is only one way to reverse
sleepiness and that is through sleep.

800-647-9397 For that reason, a nap is an effective

physiological strategy to restore
T H E KI MMELS HAVE YO U C O V ER ED . alertness. Even short naps of 25 to
30 minutes can have a beneficial
effect. Controlled studies have shown
that a nap can yield significant
improvements in subsequent pilot
alertness and vigilance performance
compared to similar pilots who did
not receive the nap, so methods that
augment napping outside the cockpit
is a viable fatigue countermeasure
under current FAA rules.

Environmental factors can positively

or negatively influence the quality of
rest periods. A NASA survey revealed
that the most common factors that
442 Airport Road, Greenwood, MS 38930 • www.kimmelinsurance.com conflicted with quality rest were
ambient temperature, noise and

18   National Agricultural

KAI121_quarter-pg_FINAL.indd 3 Aviation Association | May/June 2015 9/21/2012 11:43:38 AM
 background lighting. Although this
survey was conducted with inflight,
long-haul personnel, the same concept
would surely apply to short rest
periods by ag pilots, so one suggestion
might be to provide a quiet, dark room
with comfortable temperature and
bedding for a pilot in which to rest.
Alertness can be increased by taking
occasional short activity breaks.
Even taking a five-minute break to get
out of the cockpit and walk around
will help mentally disengage from
the flying task. The physical activity
of changing posture and walking and
interacting with other people can
increase alertness levels but usually the
benefits are short-lived. Remember
that these short rest breaks are not a
substitute for adequate sleep!
Caffeine can be an effective
countermeasure in improving
alertness and performance levels.
Caffeine is frequently used to maintain
alertness because it is readily available
in coffee, tea and soft drinks. The
alertness effects do not take effect
immediately since the caffeine
takes 15 to 20 minutes to enter the
bloodstream, but they may last for up
to five hours. Although excess use of
caffeine may lead to undesirable effects
associated with chronic use (e.g.,
gastrointestinal problems, increased
blood pressure, etc.), minimal use
shutterstock.com/ Bohbeh
JOLTIN’ JOE A cup of coffee can improve
alertness and boost performance.
Hey, Boss, You’re Grounded!
F
ive years ago the pilots at Mud Lake, Idaho-based Desert
Air Ag were exhausted after an extremely busy season. They
has been pushing the envelope in a quest to keep up with
the work orders. Ultimately, owner/operator Leif Isaacson brought Idaho operator
in another pilot to help them make it through the season, which Leif Isaacson
alleviated much of the stress that had been building up.
At the end of the season, he and his team sat down to discuss what they could do to
improve as an operation. Managing fatigue factored heavily into a new policy that emerged
which stipulated anybody on staff could ground a fatigued pilot. It was a prudent move given
that the ground crew often sees signs of fatigue before the pilot is willing to admit it to himself.
For a policy to have real teeth, the employer and chief pilot have to operate under the same
umbrella as everyone else, Isaacson noted. As if on cue, an opportunity arose soon after the
company’s fatigue edict went into effect for chief pilot Marty Owen to make an example of him.
“I think the first one that got pulled out of the cockpit was me,” Isaacson says, a bit
sheepishly. “It was a little tough to take to have somebody politely reprimand you. The first
thing I did was run to the airplane, and I got called on it.”
Isaacson was trying to take off with a load ahead of an incoming storm, but Owen had other
ideas. He climbed up on the wing and said he didn’t think Leif should fly that day. “If you have to
run to the airplane to get the work in, how do you think that looks to the crew?” Owen asked.
Owen was right, and Isaacson knew it. “If the boss and the pilots are fuzzed up and kind
of in a hurry that just funnels down to the rest of the crew,” he says.
Today Desert Air Ag has five aircraft and six pilots. Leif is essentially the backup pilot
now, but he pinch hits regularly to relieve his pilots. It’s not uncommon for him to hop into
multiple airplanes throughout the day.
Desert Air Ag isn’t just on the lookout for dragging pilots. The season is hard on the ground
crew too. “We work them [for] long hours, and sometimes they get pretty tired.” The company
keeps a plentiful supply of food and drinks on hand to help everyone stay hydrated, nourished and
fresh. Dedicated sleep quarters are available for times when a nap is in order. And the company
is building a brand new hangar that should allow pilots to rest even easier. “It will have a couple of
apartments in it where the windows black out so the pilots can go to sleep,” Isaacson says.
While Isaacson and Desert Air Ag have evolved over the years, the company’s collective
efforts remain a work in progress. “They take a lot of responsibility when you give it to
them,” he says of his staff. But even with that empowerment, it can be intimidating for an
“underling” to pull a pilot from the cockpit.
“Ag pilots in general have big egos, and they’re Type A personalities,” Isaacson says.
“My office manager, for instance, she won’t venture out and say you need to come out of
your airplane, but she’ll make the suggestion to me or Marty that so and so is really tired
and maybe they need a break.”
Isaacson firmly believes the root cause of fatigue and other accident-related issues is
financial pressure. That goes for operators, pilots and on down the line. “Financial pressures
are probably the No. 1 contributing factors to accidents, to fatigue, to poor maintenance
because nobody wants to quit flying, because they feel like they can’t,” he says.
Ag pilots are typically paid on commission. Therefore, the more they fly, the more they
make. But it only takes one accident to put a serious dent in their earning power. “In all
honesty, you can’t make up that time down [while the aircraft is being repaired or replaced]
during a four- or five-month season.”
Managing pressure can be a tightrope walk, and striking the right balance is no easy
feat. “You’ve got to have a little bit of pressure on you to be efficient,” he says, “but there’s
a fine line between having enough pressure to keep you motivated and having enough
pressure to where you start to make poor judgment decisions.”
To the NTSB’s contention that fatigue is an issue that the aerial application industry
needs to manage better, Isaacson says raising awareness is the key. “The NTSB, I thought,
was very fair in their assessment and in a polite way said, ‘We’re watching you. Now do
something about it.’ ” —J.C.
National Agricultural Aviation Association | May/June 2015   19
 Helicopter Study: Pilots are Capable of Remaining
D A NG E R S O F FATIG U E

on Task for Long Stints, But Momentary Lapses

from Fatigue Aren’t Uncommon
B
ack in the ’70s Allan M. Stave
of Sikorsky Aircraft conducted
a study1 on the effect of time-
on-task as a cause of fatigue and
an influence on performance among
helicopter pilots. Stave examined
the effect of a helicopter cockpit
environment and continuous flying
activity on subjective fatigue and pilot
performance. Although the studied
operations were helicopter air taxi
flights with short legs conducted
under instrument flight rules (IFR), the
principles regarding noise, vibration and
1
“The Effects of Cockpit Environment on Long-Term Pilot
Performance,” Human Factors, Vol. 19 (1977)
fatigue would be similar to helicopters
used in aerial application. Subjects
flew the simulator for periods ranging
between three and eight hours while
exposed to vibrations (at 17 Hz) ranging
from 0.1 to 0.3 g, and noise stimuli
varying between 74 (ambient) and 100
decibels. To aid in understanding, the
vibrations were at a frequency of 17
cycles per second and the amplitude or
rate of change in velocity is expressed
in “g.” The ambient noise level of 74
is approximately equivalent to that of
a vacuum cleaner and 100 decibels is
roughly that of riding a motorcycle or
operating a hand drill. Rest breaks were
allowed during the four- and eight-hour
flight periods.
Despite reports of extreme fatigue on
these long flights, the subjects’ overall
performance did not degrade. Within the
limits of this study, performance tended
to improve as environmental stress
increased. However, subjects did suffer
from brief lapses resulting in abnormally
poor performance. These lapses are
probably of short duration (seconds) and
occur at unpredictable times. If such
lapses occur in actual flight, they could
provide an explanation for many so-
called “pilot error” accidents. —K.D.

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will not generally cause problems.
Different people have different
responses to caffeine as a fatigue
countermeasure so it is suggested to
test it before depending on its use.
Mr. Anderson’s article mentions that
the FAA is encouraging companies
to create a Fatigue Risk Management
System (FRMS) for their employees
to identify the hazards associated
with fatigue and develop effective
mitigation policies. I believe that
a FRMS, as it is described in AC
120-1032, is an excellent idea for
larger companies. The concept
includes a combination of processes
and procedures employed for the
measurement, mitigation, management
and monitoring of fatigue risk within
the company. The FRMS is similar to
the concept of the Safety Management
System (SMS) used by companies to
increase safety within their company.
Like SMS, I believe that it would have
to be simplified for use by the small
operation where one person may wear
“all of the hats” of different positions
in the company. I firmly believe that
the best concepts of SMS and FRMS
can be implemented to increase safety
in any operation.
The National Agricultural Research
and Education Foundation
(NAAREF) will be making additional
information on fatigue available
through all of its communications
media. The 2015–16 PAASS Program’s
Human Factors module will address
fatigue in ag aviation and a brochure is
being produced on the topic.
Lest you grow weary of these fatigue
reminders, keep in mind that fatigue-
related accidents are largely avoidable.
Breaking that link in the accident
chain could go a long way toward
reducing the number of ag aviation
accidents that occur each year. ■
2
www.faa.gov/documentLibrary/media/Advisory_
Circular/AC%20120-103.pdf
Nighttime Ag Pilots Have to Adapt
to the Rhythms of the Night
T
hink flying low and fast all day long, day in and day out, is hard on the body? What
about the aerial applicators who fly at night? All ag pilots grapple with fatigue, but in
places like Arizona and California, where nighttime flying is commonplace, ag pilots
have it even tougher because they are working at a time that flies in the face of their body’s
natural circadian rhythm.
Nighttime flying presents a host of issues for the pilots and crew. You have to learn how
to sleep during the day because your sleep schedule is off. You have to remember to eat
because your meal schedule is off. Mustering the willpower to get some exercise in between
night shifts is tough.
In fact, the easiest part of flying at night is the flying itself, according to Doug Thiel,
owner/operator of Thiel Air Care Inc. in Chowchilla, Calif. Between May 15 and Sept. 30,
roughly 80 percent of the fields Thiel Air Care treats is done at night. Thiel has four airplanes
and one helicopter.
Maintaining focus isn’t hard for ag pilots at night because they’re basically forced to do
it. “At night you only have a limited field of vision that you’re seeing, so your attention span
is more focused and it actually magnifies,” Thiel says. “Consequently, when it comes time
that your shift is over it’s really easy for me to sleep because I’m really tired.”
Fatigue is a tricky issue, and Thiel knows firsthand how it can creep up on a pilot. In
2004, chronic fatigue caused him to mishandle a minor emergency and crash his plane. The
mistake was so simple, he says. He tried to hit his dump handle and missed it. “How many
times have I hit that dump handle? Thousands.”
Considering how little sleep he had been getting, it’s not surprising he missed the dump
handle. Thiel had not gotten the proper amount of sleep for a couple of months. He could
fly fine, he says—until he couldn’t. “My rote memory skills were fine, as long as it was
habitual. But when there was something a little different, like a minor emergency, I failed.
That’s when I realized I had to do something different.”
Exercise had also been difficult, Thiel admits. “There was not enough time in the day to
exercise, and then I didn’t have any ambition to because I was so tired and had to prepare
for my next shift.”
Indeed, the hardest two hours of the day in Thiel’s view are the planning stages before
they start flying. As the owner/operator, he would get to the office at 2 o’clock in the
afternoon. After his accident, his company created a computer program to help streamline
their work orders. The payoff has been enormous. “We’ve cut our preparation time from two
hours down to literally like 10 minutes,” he says. “The shape files are all ready to go. Their
mix sheets are ready to go. All they have to do is study their maps and identify their hazards
and get in the airplane and go. It makes a huge difference.”
A lot has changed, particularly over the last five years, in terms of the culture and climate
at Thiel Air Care. Because of the drought, they don’t have the amount of work that they used to.
“But also we’re more organized, and a lot of times we’re splitting up the work,” he says.
Thiel’s pilots can be reluctant to admit when they are tired, but he says everyone has matured
since his accident. “Our operation has matured from that. They know it’s okay to stop, and they
do. Not just the maturity of the pilots, but the maturity of the company. The owner. The crew.”
Now, Thiel tries to get eight hours of sleep each day and keeps tabs on his pilots to
make sure they are fresh. “My field finders, they know to really pay attention to the alertness
and attentiveness of the pilots, and I’ve given them the authority to shut them down.”
It’s important to identify a pilot’s indicators. Thiel looks for anything out of the norm with
his pilots. “Each of them is different. For me, personally, my indicator was if I started to
wander on landing. That was an indicator to me that I was getting tired.”
When you work the graveyard shift, for all intents and purposes your whole world is
upside down. Even something as welcome as a day off gets complicated for nighttime pilots.
Because it throws off his carefully cultivated day/night routine, “a day off is actually worse
than having no days off for me,” Thiel says. —J.C.
National Agricultural Aviation Association | May/June 2015   21
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The Pitfalls of
Flying While
Fatigued
A
s the summer flying season
approaches, the majority of aerial
applicators are heading into
their busiest stretch of the year. The
workload is intense, the hours are long
and consecutive days off are few and
far between. The pace can be frenetic,
but it’s a tradeoff ag pilots willingly
accept because the summer means
it’s show time, offering innumerable
opportunities to support their farming
customers by doing what they love to
do most.
It’s not all sun and games, however.
The rate of accidents rises in the
summer along with the number of
hours cumulatively flown. Oftentimes
the cause is determined to be the
result of human factors, or pilot error.
In the 10-year span from 2005 to
2014, 63 percent of the combined ag
aviation accidents and 85 percent of
the fatalities were attributed to human
factors. Arguably, that means they could
have been avoided. Fatigue and flying
are a dangerous mix that undoubtedly
factored into many of those incidents.
To give readers a better understanding
of how fatigue can affect their job
performance as pilots, Agricultural
D A NG E R S O F FATIG U E
An expert i
n
medicine off sleep
ers
his prescrip
ti
for fighting on
f
during the b atigue
u
flying seaso sy
shutterstock.com/ 18percentgrey
n
Aviation contacted Senior Air Medical Agricultural Aviation: It goes with
Examiner (AME) Dr. Mark Ivey. Dr. Ivey the territory that ag pilots work long
is Chief of Aerospace Medicine with the hours in season and may work for
129th Rescue Wing of the California Air long stretches without a day off.
National Guard, a helicopter pilot and In an industrywide survey of Part
an expert in sleep medicine. During 137 operators that NAAA published
his 17 years with the Army National in 2012, 80 percent of agricultural
Guard he was instrumental in helping aviation operators admitted that
reformulate its crew rest policy to they sometimes feel tired during the
mitigate the impact of sleep problems application season even with adequate
on military operations. As a speaker at sleep. Are there any strategies you can
NAAA’s 2011 convention, he addressed offer pilots to combat on-the-job and
the importance of maintaining healthy in-the-cockpit fatigue?
habits. In the interview that follows Dr.
Ivey weighs in on the need for a full Dr. Ivey: Naps. They’re not just for kids.
night’s rest, sleep apnea, sleep aids, Humans have two periods during the
energy drinks and more. —J.C. 24 hours where they are sleepiest: 0300
AIR MEDICAL CREDENTIALS
Mark J. Ivey, MD FCCP FACP FAASM
• Board Certified: Internal Medicine, Pulmonary
Diseases, Critical Care and Sleep Medicine
• Chief of Aerospace Medicine, 129th Rescue Wing
California Air National Guard
• Consultant to Federal Air Surgeon
• Senior AME
• Commercial, Instrument Pilot,
CFI Rotorcraft Helicopter
National Agricultural Aviation Association | May/June 2015   23
 and 1500. These are also the times
when fatal motor vehicle accidents
D A NG E R S O F FATIG U E
occur the most. Most ag operators are
not flying at 0300, and 1500 is usually
the heat of the day. So take a nap for 20
to 40 minutes around 1500 and then
take one or two cups of brewed coffee.
AA: Last year a Special Investigation
Report from the NTSB concluded
that more guidance for fatigue
management is needed for
agricultural aircraft operations to
reduce the likelihood of fatigue,
dehydration, hunger and other
physiological factors that can
negatively affect a pilot’s focus and
performance. Should agricultural
aircraft operators take some of the
onus off of pilots to self-assess
their fitness to fly and spray a field
safely by implementing more formal
measures to mitigate fatigue?
Dr. I: In my opinion adding more rules
is not the answer. For every set of rules
there is a way around them. I think
the answer lies in education. Most
pilots won’t choose to fly a broken
airplane. If operators can be educated
and convinced of the importance of
being well rested, hydrated and in
good health they will comply out of
conviction. I feel the primary problem
is that society in general does not
understand the importance of sleeping
eight hours every night, and of taking
naps to mitigate against fatigue. As
humans we are miserably poor at self-
assessing our abilities and our degree
of impairment, whether it’s from
alcohol or from fatigue.
AA: Ag pilots are more receptive
to industry best practices than
government mandates, such as
mandatory rest periods. Can you think
of some fatigue risk management best
practices that are being employed
in other aviation sectors that may
be appropriate for the agricultural
aviation sector?
24   National Agricultural Aviation Association | May/June 2015
What is the average number of hours worked per day during the
entire application seasons?
13–16 Fewer than 8
hours/day 4%
27%
More
than 16
2%
8–12
hours/day
67%
*385 responses
Fig. 1: Hours worked by operators in season
* Operator Results from 2012 NAAA Aerial Application Industry Survey
4–6 hours More than 8
32% 4%
Dr. I: Presently, I have been working Dr. I: Very rarely is an individual
Fewer
with the airline industry assisting born with the ability to thanobtain
4 all
in adapting to FAR 117. FAR 117 the benefit of eight hours .4%of sleep
really does not provide a solution in 4 to 5 hours. Such “Congenital
7–8 hours
to scheduling
64% problems leading Short Sleepers” are exceedingly rare.
to fatigue. It is very hard, perhaps Almost all humans require eight
impossible, to work out physiologic hours a night, 56*445hours a week. Dr.
responses
solutions to scheduling global air Terri Weaver of the University of
operations. What FAR 117 does Pennsylvania has found that in regards
is provide tools for pilots to police to human performance the “knee of
themselves and report fatigue. We the curve” is six hours. At six hours
then 7–10
look days
at the scheduling that or less performance anddays
11–14 productivity
18% 16%
preceded a particular pilot’s call and drop sharply. The best productivity,
More
if possible avoid the circumstances especially with complex tasks, is found
than 14
that lead to it. FAR 117 provided in those groups that get43% eight hours of
the mechanism to do this across sleep per day. We fool ourselves when
Fewer
the industry.
than 7 Fatigue management we steal extra hours for a project from
in the23%ag aviation industry should our sleep time.
be based on planning around eight *444 responses
hours of sleep every night, and if AA: Then again, there could be more
that is not possible then daily naps serious reasons for why some ag
during down times. It gets back to pilots sleep less, be it sleep apnea or
priorities. If pilots and managers can insomnia. Is it okay for pilots to take
Frequently that sleep is critical to
be convinced a sleeping pill to help Never
them get a full
11% 8%
safe performance, then they will find night of sleep?
Always
a way to schedule it in. 1%
Dr. I: There is really no such thing
AA: Almost two-thirds of the as a “sleeping pill.” Almost all OTC
Sometimes
operators
80% in NAAA’s survey (64 sleep aids use the side effect of a
percent) reported that they get an common antihistamine to induce
average of 7 to 8 hours of sleep per sleepiness. These medications
*445 responses very
day during the application season. often cause a hangover effect the
Almost one-third (32 percent) said next day and are not allowed for
they get 4 to 6 hours of sleep. For aeromedical purposes. Almost all
the segment getting less sleep, don’t prescription soporifics use a class of
some people simply require less sleep drugs known as benzodiazepines.
than others to function normally? These drugs work just the same as
 Too Much BMI? Dr. I: We suspect that it is the same
as in the general population. Pilots
Body mass index (BMI) is a
mirror the demographics of the
measure of body fat based on
height and weight that applies general population, such as obesity
to adult men and women. and body mass index, or BMI. There
BMI Categories: is no reason to suspect they have a
greater or lesser degree of sleep apnea.
• Underweight = <18.5
Research in the U.S. and Britain has
• Normal weight = 18.5–24.9 recently concluded the incidence
• Overweight = 25–29.9 among men is now somewhere
• Obesity = BMI of 30 or greater between 20 and 40 percent. We
diagnose it in pilots at less than 1
Source: National Heart, Lung, and Blood percent. Obesity, defined as a body
Institute, National Institutes of Health mass index over 30, is found in 15 to
24 percent of civil pilots (see box). We
find that 60 to 90 percent of people
a barbiturate or alcohol. Obviously, with a BMI greater than 30 have OSA
the residual effects of these [obstructive sleep apnea]. Therefore,
medications the following day are we are missing it in pilots. The Federal
simply not compatible with flying. Air Surgeon is requiring AME’s to be
In addition, these drugs will ruin more vigilant, especially in those pilots
the normal “architecture” of sleep with a BMI greater than 35.
making it non-restorative. There are
no medications that I am aware of AA: What are the signs of sleep apnea?
that can induce normal sleep. Any
problem that fragments a night’s Dr. I: Fatigue, snoring, excessive
sleep diminishes the benefit and daytime sleepiness, BMI greater than
leads to fatigue the next day. Sleep 30 to name a few.
apnea is just one such problem.
Chronic pain, restless legs, periodic AA: Amid pushback from aviation
limb movements,
13–16 or distractions in groups, there haveFewer
beenthan
some
8 changes
hours/day 4%
the form27%of noise and lights from a to the FAA’s sleep apnea guidance to
TV left on, all degrade the quality of More What do
Aviation Medical Examiners.
than 16
sleep and contribute to fatigue. you think of the new guidance?
2%

8–12 apnea more common

AA: Is sleep Dr. I: The new guidance is not so
hours/day
among 67%
pilots than people think? new. Obstructive Sleep Apnea has
*385 responses
What is the average number of hours of sleep per day during the
entire application seasons?
4–6 hours More than 8
32% 4%
Fewer
than 4
.4%

7–8 hours
64%

*445 responses
Fig. 2: Average amount of sleep in season
* Operator Results from 2012 NAAA Aerial Application Industry Survey

7–10 days 11–14 daysNational Agricultural Aviation Association | May/June 2015   25

18% 16%
More
than 14
43%
 hours/day
67%
*385 responses

always been a problem requiring protest too much.” Sleep apnea is pilots protest fixing their high blood
special issuance. The FAA has actually strongly linked with heart disease, pressure, getting coronary stents or
D A NG E R S O F FATIG U E

become more lenient recently. We

4–6 hours
strokes, high blood pressure, diabetes, controlling their blood sugars? Why
More than 8
spent years preparing, through
32% pulmonary hypertension,4% motor not prevent these in the first place?
education of pilots and AME’s, a vehicle accidents and poor
Fewermemory/ Currently the onus is entirely on
standard approach to managing cognitive performance.thanIn 480 percent the AME to report it as a potential
.4%
pilots with OSA. That announcement of cases of OSA patients adapt very problem and convince the airmen to
was met7–8with
hoursa tremendous howl of well to CPAP [Continuous Positive seek assistance with it.
64%
protest. To this day I don’t understand Airway Pressure] therapy. It’s an
the force of the objection. To coin easy problem to fix and heads off AA: Sleep deprivation is a common
Shakespeare, “Methinks they doth many far more serious problems. Do
*445 responses ingredient in work-related accidents.
Flying while fatigued potentially could
What is the average number of days worked per month during the be as impairing as flying drunk, right?
entire application season?
Dr. I: Back in the 1990s a model for
7–10 days 11–14 days
18% 16% measuring performance with fatigue
More was developed. Alcohol was used.
than 14 These studies were conducted by
43%
independent investigators, almost
Fewer simultaneously in several countries
than 7 with shockingly consistent results.
23%
Being tired measures out about the
*444 responses same as being intoxicated. After 15
hours of continuous wake a human
Fig. 3: Consecutive days worked per month in season functions at about the same level as
* Operator Results from 2012 NAAA Aerial Application Industry Survey
when they are legally drunk. This is
Frequently Never
11% 8%
Always
1%

Sometimes
80%
We get you
*445 responses flying faster.

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26   National Agricultural Aviation Association | May/June 2015

 than 7
23%
*444 responses

why trying to work through fatigue During the spraying season, how often do you feel tired at work even
is very counterproductive. These with adequate sleep?
days very few pilots would climb in
the cockpit and attempt to fly after Frequently Never
knocking back a few drinks. Yet just 11% 8%
about all of us would find a way to Always
justify flying tired. 1%

AA: What do you think about ultra- Sometimes

caffeinated beverages like 5-Hour 80%
Energy, Red Bull and Rockstar
*445 responses
Energy Drink—are they okay for a
short-term boost? Fig. 4: Feel tired
* Operator Results from 2012 NAAA Aerial Application Industry Survey

Dr. I: I don’t use them and I don’t

recommend them. Taking excessive
amounts of caffeine, more than 200
mg, is associated with a much higher
incidence of cardiac arrhythmias.
Besides, they are expensive. A lump
of sugar in a cup of coffee works
well enough, is reasonably safe and a
lot cheaper.
AA: Regarding flying tired, some ag
pilots may draw a distinction between
being tired and being fatigued. Is that used interchangeably with sleep
wordsmithing, or do you consider tired deprivation. It’s too late to change
and fatigued to be two different states, the semantics. With sleep deprivation
with fatigue being more serious than comes a loss of memory and cognitive
general tiredness? performance similar to imbibing
alcohol. Humans are diurnal or
Dr. I: Being fatigued means specifically daytime creatures. We are hardwired
intolerance of activity. Being tired to be up and active when it becomes
is more equated with a need for Turbine
daylight andTransition Course
to sleep when it becomes
sleep. We use the words somewhat dark out, with about 14 hours of
“backwards.” Today fatigue is really activity in between. This is opposite a

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 difficult than the following day
“If you have been up for more than 14 hours or the flight after some sleep. Troubleshooting
D A NG E R S O F FATIG U E

will take you past that point ask yourself as I do,
How important is this flight?”
possum or skunk—nocturnal creatures.
There is an internal or circadian
rhythm in all humans that obeys this
dictum. Sleeping during the day, or
“against the clock,” does not produce
a benefit like sleeping at night, and
—Senior AME Dr. Mark Ivey
is far less efficient. Solving problems
when tired is much harder. I know
firsthand from being at a patient’s
bedside in the ICU at 3 a.m. that
drinking coffee and trying to solve a
problem at that hour is much more
aircraft problems, especially in flight
when sleep deprived, is similar. In an
emergency you have only one chance
to make the right decision, and being
fatigued, or sleep deprived, makes
it much harder to make the correct
decision. After that things can get a
lot worse in a hurry, particularly in the
low-level environment in which ag
pilots operate.
AA: You have a demanding work
schedule. You’re also a helicopter pilot.
How good are you at recognizing when
it’s time to pull back instead of forging
ahead? Do you listen to your body and
your own advice?

Dr. I: Because we become “inebriated”

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as we get tired no one is very good at
self-assessment. Forging ahead can
be a bad idea for reasons we have
already mentioned. I guess you could
think of it like a checklist. When
doing preflight planning we should
all consider the human factor. How
fit is your engine? How fit are you? If
you have been up for more than 14
hours or the flight will take you past
that point ask yourself as I do, How
important is this flight? Bill Hatfield
[of Hatfield Spraying Service Inc.,
Nunica, Mich.] once told me when he
goes out to fly if he finds three things
wrong he goes away and comes back
later. Your fitness is certainly one of
those “things.”

AA : Ag pilots usually don’t have

somebody looking over their shoulder.
If you could get them to remember one
piece of advice, what would it be?

Dr. I: You’re no good to yourself,

your business, your industry or the
ones who love you if you are dead or
disabled in a needless aircraft accident.
As PIC [pilot in command] you have
the power to do the right thing. ■

28   National Agricultural Aviation Association | May/June 2015

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 Fatigue Management and
D A NG E R S O F FATIG U E
Agricultural Aircraft Operations
By Jim Anderson
NAAA Insurance Committee
N o other sector of aviation
faces the extreme challenges
of conducting daily operation like
those faced by agricultural aircraft
operations, or ag operations for short,
especially as it relates to managing
pilot fatigue. Short seasons, long days
and a high operations tempo, coupled
with the stress of flying at low level
around obstacles, intensify the effects
of fatigue on pilots.
The Special Investigation Report
(SIR) 14/01 published last May by the
NTSB addresses the safety aspects of
agricultural aircraft operations. The SIR
investigated 78 accidents involving ag
operations during the year 2013. As a
result, the first issue identified in the
SIR was a lack of ag operations-specific
fatigue management guidance. That
prompted the NTSB recommendation
that the National Agricultural Aviation
Research and Education Foundation
(NAAREF) and FAA work together
“to develop and distribute agricultural
aircraft operations-specific guidance on
fatigue, fatigue management strategies,
and scheduling practices to help reduce
the likelihood of fatigue, dehydration,
hunger, and other physiological factors
that can negatively affect a pilot’s
concentration, decision-making,
and performance.”
What is fatigue? In AC 120-1031,
Fatigue Risk Management Systems
AC 120-103, the FAA’s Advisory Circular on Fatigue Risk
1
Management Systems for Aviation Safety, is available at:
www.faa.gov/documentLibrary/media/Advisory_Circular/
AC%20120-103.pdf
30   National Agricultural Aviation Association | May/June 2015
for Aviation Safety, the FAA defines
fatigue in aviation as “a complex state
characterized by a lack of alertness
and reduced mental and physical
performance, often accompanied
by drowsiness. Fatigue is objectively
observed as changes in many aspects
of performance, including increased
reaction time, lapses in attention
(i.e., reaction times greater than 500
milliseconds), reduced speed of cognitive
tasks, reduced situational awareness, and
reduced motivation. A person’s perceived
fatigue levels often are lower than
observed decrements in performance.”
Fatigue can be caused by a number
of different things. One of the
most common factors associated
with fatigue is a lack of sleep. How
much sleep is considered sufficient?
According to experts, the average
person requires eight hours of sleep
per night. If a person receives less than
eight hours sleep in the last 24 hours,
has been awake longer than 17 hours
or worked between midnight and 6
a.m., then they are said to be suffering
from acute fatigue. If the acute fatigue
continues for an extended period
of time, then a person is said have a
condition known as chronic fatigue.
During chronic fatigue individual
performance continues to decrease.
The only way to recover from acute
fatigue is to get more rest.
What can you do to combat fatigue
due to lack of sleep? According to
a position paper entitled “Fatigue
Countermeasures in Aviation” by John
A. Caldwell, et al., we can do things
such as:
• Wake up and go to bed at the same
time every day.
• Use sleeping quarters for sleep only
and not for work.
• Establish a bedtime routine.
• Exercise every day but not within
two hours of bedtime.
• Keep sleeping quarters cool
and dark.
• If you can’t go to sleep within
30 minutes get out of bed and
do something relaxing until you
feel sleepy.
• Keep the alarm clock out of sight
so that you can’t be a clock watcher.
Consider scheduling breaks
during the hottest time of
the day.
Because the spray season is generally
short, intense and during the summer
months, there are other fatigue factors
that need to be considered such as
heat and dehydration. As a result of
the short spray season pilots tend
make the most out of the day by
flying continuously, oftentimes not
shutting down the aircraft between
flights. To do this they tend to not
drink adequate amounts of fluids
causing them to become dehydrated.
Dehydration, along with the
debilitating effects of heat, can cause
an elevated level of fatigue.
One way to combat the effects of heat
and dehydration is to take regular
breaks. Breaks should be scheduled
throughout the day and at regular
intervals. During the breaks the pilot
should get away from the aircraft,
drink plenty of liquids and take care of
his or her physiological needs. Another
idea to consider is scheduling breaks
during the hottest time of the day.
During the summer the hottest part of
the day is usually around 3 p.m. Due
to the body’s natural circadian rhythm
this is typically the time people feel
the most tired as well. By scheduling
a 45- to 60-minute break during this
time it will help to prevent the effect
of heat as well as minimize the effects
of the body’s natural sleep patterns.
• A reporting system for identifying
and investigating fatigue risk events.
• Metrics for monitoring fatigue in
flight crews.
• Procedures for investigating and
documenting events that may be
attributable to fatigue.
Managing fatigue is vital to
conducting safe and efficient ag
operations. Understanding the causes
of fatigue and how to counter their
effects will increase the level of safety
for ag operators. ■
Is there an insurance matter you would
like to learn more about or think would
be of interest to Agricultural Aviation’s
readers? The NAAA Insurance Committee
welcomes your suggestions. Please send
insurance article ideas to information@
agaviation.org.

What can management do to help

combat the dangerous effects of fatigue?
An effective way to manage fatigue
encountered during ag operations
is through the implementation of a
Fatigue Risk Management System
(FMRS) as outlined in AC 120-
103. The purpose of a FMRS is to
identify the hazards associated with
aviation fatigue, and develop effective
mitigation policies. Like all safety
systems, the success of the FMRS
depends on management commitment
and resources. Management must

Right in the
demonstrate its commitment by
ensuring that employees are trained on
the system and the effects of fatigue
and by enforcing the policy.

While fatigue management is

Old Bread Basket.
mandated for 14 CFT Part 121
operations the concept has become
an industry best practice for aviation
in general. Many organizations
have seen the benefits of managing
pilot and crew fatigue by voluntarily
implementing FRMS concepts. Like
a safety management system (SMS),
the FRMS should be tailored to
As the world leader in getting the job done, we’re proud of the
agricultural aviators who help farms large and small fertilize
crops, control insects and eliminate weeds. Together, we’re
producing maximum crop yields from fewer acres, keeping
tractors off wet fields to prevent topsoil runoff, and spraying
for pests and diseases three times faster than any other form of
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BR
AT I N
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the organization and include the

L
CE

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10/21/14 31
10:36 AM
D A NG E R S O F FATIG U E
K n ow
I
Now
e n Fa t i g ue F
Fa l t e rs Wh
Focus
T he pilot pulled up from the center
of the Midwestern bean field and
began turning for the pass the GPS
labeled “LAST.” Like most pilots
finishing a job, he began to think of
the next one—how he would most
efficiently fly to it, how he would scout
it, the spray pattern he would use and
where he’d draw his A-B line. He
centered the light bar on that “LAST”
pass, then eased the plane down to
spray height and opened the spray
valve. He noticed the slight angle of
the high-line off his right wing tip
and kept the light bar centered even
though he was drifting nearer the
poles. This was not uncommon. Seeing
no danger, he pressed on to the end.
At the end, in a millisecond the plane
yawed hard to the right, while the
most awful sounding hissing/grinding/
banging sound he’d ever heard tore
through the plane. But as quickly as
32   National Agricultural Aviation Association | May/June 2015
l o u r i s h e s
the wear after an unfortunate guy-wire strike.
it’d started, it stopped. He’d hit a guy-
wire! With the snapping release, he
was glad he was still flying!
He eased the elevator back to clear the
trees and wire straight ahead and stood
on the left rudder to compensate for the
yaw. Clear and still flying, evaluations
with decisions came rapid-fire. He
noticed the low-fuel light glowing
red and wondered if he’d ruptured a
fuel cell while he looked for a place to
land, but the fuel gauges looked good
so he dismissed the red light. Then,
since the plane was still in the air, he
determined he didn’t need to land. But
could he turn? He tried. Yes! He made
a 180-degree right turn which had him
headed toward “home.” A bit of relief
came as he cleared the Mississippi
River and had a couple thousand feet
of altitude under his wings, although he
was still some 25 minutes away.
tamps
By Gaylon S ice,
raying Serv
Stamps Sp
Texas
Panhandle,
BENT METAL This plane was worse for
To shorten what could be a long
story here, with fervent prayer,
careful evaluation and fortunate
pilotage he made it back home. He
had to trust what he could see and
feel as he reduced the power over
the runway and released a great sigh
of relief when all three tires were
firmly on the tarmac. Once the plane
was parked and secure, in the cool
quietness of the evening there were
deep feelings of gratitude followed
by disappointment—grateful he
was home safely, yet disappointed in
himself. After 42 years as a crop duster
he had hit his first guy-wire.
In truth, that pilot was me, and I’ve
thought a lot about my guy-wire
strike in the days that followed it.
While the plane was being repaired
I had the opportunity to reflect and
consider the fault(s) that allowed the
incident. First, I will admit right up
front, I had my focus in the wrong
spot. At the instant of the episode
I was thinking more of where I was
going to be than where I was. The
best advice here is “carpe diem” which
means, the enjoyment of the pleasures
of the moment without concern for the
future. In the purist sense, that’s what
the crop duster should be about when
the money handle is open—focused
on the moment, leaving thoughts of
the future to higher altitudes!
I knew that guy-wire was there. I had
worked around it in the adjacent field
only two weeks before, and I had seen
it again as I scouted this field before
I started spraying on this day. It was
pilot error. A human factor. It was
preventable, and I was fortunate it did
not end my career or my life!
The lesson? On the spray run, stay
focused! And remember, fatigue will
blossom as the day proceeds, making
it easier to lose that focus. Be aware!
And guard your focus with vigilance!
One final note: After I told this story
last fall in the PAASS Program to the
pilots of the Colorado AAA a pilot
came to me and offered, “Next time
you tell the story, tell the guys to leave
those edge passes for their families.
If a customer complains about weeds,
bugs or fungi left on an edge, just
smile and say, ‘ Yes sir, I know. Those are
for Mama and the kids.’ ” Good advice!
Thanks, Kyle Scott.
Be rested. Be focused. And BE
SAFE! ■

But there are others factors here—

important factors which should be
considered: our ability as it relates to age,
health, duty times and focus. These are
all factors recently brought again to our
attention by the NTSB in its Special
Investigation Report on the Safety of
Agricultural Aircraft Operations.

The morning of the incident had been

a fairly stressful one. I had ferried
over 100 miles to spray 300 acres and
when I got there, I found out they
were in the midst of wind turbines.
This added considerably to the stress
of my morning, though I admit, stress
somewhat self-inflicted by my attitude
toward the chafe of the obstructions.

Finally finished working around the

wind turbines, I flew back home,
refueled and ferried 60 miles the other
direction where I would be for the rest
of the day. The deeper into the day
I flew, the nearer I was to realizing
I could get that truck of chemical
emptied, which would be the best for
all concerned. I flew faster and turned
harder. I tried to implement my plan
of attack with the least amount of
downtime, ferry time and turning. I
was going to make it! Finish this load,
then put out one more. It wasn’t to be.

My conclusion? My wing-tip scar was

a product of a pilot who suffered a
fatigue-induced lack of focus. You see,

National Agricultural Aviation Association | May/June 2015   33

 How to Keep an Ag Pilot
D A NG E R S O F FATIG U E

from Wearing Down

By Leslie Craft (pilot’s wife)
Craft Air Services LLC, Hertford N.C.

N ot all ag families are created

equal, but in our house, spray
season effects everyone. Before you can
keep your pilot from wearing down,
you must first prepare yourself and
your family for the days ahead. Have
a family talk about the hard hours to
come. Explain to the kiddos that new

shutterstock.com/ Monkey Business Images

curfews will be expected. Let them
know that dad may not have as much
time for them as usual until things calm
down. The “runs” as we call them only
last a few weeks if we are lucky; then its
scheduled work from then on. Life will
return to normal soon enough, but until
then we all need to do what we can to start with an early morning prayer, of healthy flight-approved snacks
provide a stress-free home and office perhaps a daily devotion? These like granola bars, or a pack of Nabs
environment for our pilots. spiritual routines go great with a crackers. These fit great in an ag pilot’s
healthy breakfast. Make sure it’s shirt pocket and are small enough
Early morning rituals are the perfect healthy and light. You can’t run hard portions to not weigh him down or
start. What is your ritual? Do you on a heavy stomach. Have plenty cause drowsiness.

An Operator’s Take: Don’t Let the Stress of the Season Divide You
Mrs. Craft has written a wonderful
article of reminders! Reminders? Yes.
We’ve all heard and know the
importance of what she’s written, but
it’s good to be reminded of things we
often think are so simple.
Leslie writes from the perspective of
our most precious support group—our
families. Many of our operations have
more than one family member working
to “get the job done,” creating a “win,
win” for the server and the served.
It is my opinion, now in my fifth decade
of this industry that the major nemesis to
our “win, win” goal is stress! Regardless
of where you find yourself in the process,
do all you can to identify the sources of
your stress. Operators have much different
sources of stress than pilots, and operator/
pilots share double jeopardy. The field
man, the chemical supplier, the mixer/
loader, the bookkeeper, the mechanic
and the wash-rack specialist each have
important responsibilities and their own
sources for stress. The spirit of support
and cooperation goes a long way in stress
reduction, and letting others accomplish
their own responsibilities their own way
has benefit, as long as the job gets done.
Symptoms of excessive stress may
include a bad attitude, doubt, indecision
and possibly performance errors.
One does not need to let stress be in
control. Properly identifying its source(s)
aids in its reduction, and reduced stress
will help your attitude during the day,
sleep during the night, improve your
health and lengthen your life. Control
your stress and be well! –Gaylon Stamps

34   National Agricultural Aviation Association | May/June 2015

During the spray runs make sure
your pilot has a healthy meal served
nightly. Nothing warms the soul like
a home cooked meal, and it can help
to promote a good night’s sleep. This
is also a time of unwinding for you,
and also for your pilot. Try to listen
at this time and triage any troubling
information, irate customer issues and/
or problems at the office. It’s better
if the responsibility of responding to
those issues rests with you or other
office personnel than following him
into the cockpit the next day.
with you as his wife or significant Leslie Craft was the 2014 President of
other. Take care of you! If taking care the Women of the National Agricultural
of you requires scheduled visits to Aviation Association (WNAAA) which
the neighborhood spa, sign yourself is now the NAAA Support Committee.
up. I think this is some advice I will Craft is Vice Chair of NAAA’s Support
take myself. Committee and an Athena presenter.
Part professional development and
All jokes aside, we all strive to have part support network, the Athena
safe and profitable operations that Program provides helpful insights into
are a pleasant place to work. A key the agricultural aviation profession to
ingredient to building and maintaining spouses with ties to the industry. The
such an operation is the successful Athena Project is sponsored by the NAAA
management of stress. ■ Support Committee.

A good night’s sleep is critical during

periods of demanding operations.
Eight hours of sleep minimum is
TAKING PEST CONTROL AND YOUR
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If you don’t usually pamper your
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will come. Give it a try. Not only will
it give your pilot a great start to each
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family and make it closer. While your
pilot may be the “quarterback” of your
operation, never forget that running
a flying service is a team sport that
requires all of the players to do their
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This is not the easiest life, but it can

be very rewarding. Keeping your
pilot stress-free this season starts

F100-034853_NAAA Ad.indd 1 National Agricultural Aviation Association | May/June 2015  

3/12/14 35
2:13 PM

F100-034853_NAAA Ad
(Print Ad)
 We A s k e d

You Answered

shutterstock.com/ Happy Art

NAAA members weigh in with their solutions
to three common workplace conflicts

D
uring NAAA’s 2014 annual convention, Shira Harrington intrigued attendees with
an exploration of generational differences within the aerial application industry.
Agricultural Aviation readers learned how generational diversity can boost their
business in her March/April cover story, “Cultivating Your Multigenerational Workforce.” In this
article, Shira explores three case studies inspired by real-life situations and responses from
NAAA members who shared their thoughts about bridging the gap between Baby Boomer,
Generation X and Millennial operators, pilots and crew. Each case is recapped here, followed
by deliberations by the jury (NAAA members) and judge (Shira).

36   National Agricultural Aviation Association | May/June 2015

Case Study No. 1 Make a Plan to Attend
65-year-old Bill inherited ACE Aviators from his father 20 years ago and has NAAA’s Succession
grown the business impressively since then. When he hired 40-year-old Kevin Planning General Session
five years ago, it was with the hope that he would take over the business As Baby Boomer owner/operators
prepare for retirement, the question
“someday.” In fact, Kevin has proved to be a rock star. He’s done a great job
of how to transition their businesses
as a pilot and has taken a real interest in the business. Yet, despite Kevin’s looms large. Challenges include
attempts to tell Bill that he’s ready to assume a larger role in the company, planning for retirement, indentifying a
potential successor, deciding whether
Bill is still holding on. He doesn’t know when he’s going to retire and still feels
and how to sell the business and
quite healthy and energetic. What Bill doesn’t realize is that Kevin is already handling an array of financial and
shopping around for other jobs because he thinks that his prospect for legal considerations. Generation X and
Millennnial successors, meanwhile,
promotion will stretch on indefinitely.
face questions around whether and
YOUR TURN: How can Bill start succession planning to transition Kevin into how to buy the business, as well as a
the No. 1 role while still having a hand in the business operations until he’s potentially long transition period. Mark
your calendars for the 2015 NAAA
ready to retire?
Convention in Savannah, Ga. At the
Dec. 8 General Session, a team of
Summary of responses from NAAA members: experts will explore the myriad facets
This case study elicited a variety of solutions. The prevailing opinion was that Bill and Kevin of succession planning and take an in-
should formalize a succession plan over a several-year period so that both sides have a clear depth look at the circumstances facing
roadmap for the transition. Open communication is key. the agricultural aviation industry.

One respondent, a Baby Boomer, put it this way: “When Bill is ready to communicate, I
believe they should start with a clear picture of a suitable beginning and an ending of their
agreement: the beginning being an agreement on the value of the part of the purchase in
the ‘deal’ and the value Kevin currently brings to the business. The end should be agreed to Shira weighs in:
as well: will Kevin someday be total sole owner or part owner? How will dividends be paid to While all of these perspectives
those owning the other parts?” have value, I believe it is more
prudent for Bill to consider
Another respondent suggested a formal, contractual agreement: “Bill should sell Kevin a formal transition plan with
25 percent of the business now and another 25 percent in three to five years. Then set a Kevin so as to better ensure his
deadline on the sale of the remaining 50 percent when Bill is 75 or at the most 80.” succession. Yes, Kevin should be
advised that the “grass may not
There was an interesting view from a Millennial pilot who appreciates the need for a longer always be greener” if he leaves
term solution: “… the cost of these businesses is enormous, so trying to figure out how the company but the risk is far
to buy out the business and be able to pay for it is a scary thing. Sometimes it is better to greater for Bill to lose Kevin than
prolong the transfer of the business and work together.” the other way around. It can cost
up to three times an employee’s
There was a dissenting view as well from a Baby Boomer who related to this case study on salary to replace an existing
a personal level: “As an owner myself I understand 65-year-old Bill not wanting to retire or worker, not to mention the loss of
phase Kevin into a larger role of the business. … Someday Bill will be ready to retire, but as customer service and institutional
long as he’s healthy and LOVES what he does, not to mention the fact that he has improved knowledge. At the end of the
and built the business, why should he turn any part of his business over to someone at this day, if Bill wants his company
time? Kevin should realize the longer he is employed at ACE Aviators and continues to do a to survive after he retires, he
good job, the business and, hopefully, the customer base will be there for him. If he is looking owes it to himself, Kevin, and his
around for other jobs, the next job may not be so rewarding. When you work hard, build a customers to have a courageous
business, and are proud of what you have acquired, it is not easy to let it go. The risk of conversation with Kevin about a
owning a business and making it work is a lot harder than being an employee.” succession plan that will work for
both of them.

National Agricultural Aviation Association | May/June 2015   37

 Case Study No. 2
Frank, a 60-year-old owner of ACME Dusters, has some generational
challenges on his hands. Jack, his 40-year-old crew supervisor, is great at
making the operations run smoothly, but he can’t seem to motivate his staff.
He’s fast and efficient and expects his young crew to be the same way. When
they slack off on the job, he’s quick to criticize them for lacking the same
work ethic. Justin, a 25-year-old crew member, has had enough. He can’t
understand why Jack is so tightly wound. Can’t Jack just chill out a little? If
this keeps up, he’s going to quit.
7½ Gate Box
Hydraulic or Manual
YOUR TURN: How would you help Jack and Justin to work things out?
Higher Rates with less
wind resistance Summary of responses from NAAA members:
Excellent Responses to this scenario focused on the theme of open communication. Suggestions were
for made that Frank should encourage both Jack and Justin to air their grievances with the hope
Wet or Dry of reaching a compromise. One respondent believes each side should “try harder to please
High or Low the other person.” If that method proves unsuccessful, another respondent suggested that
Volume Work a hard decision may be to hold both men accountable: “Frank should ensure that they both
know the consequences of one’s crossing the line—the only way discipline works.”

A Millennial pointed out the positive aspect of constructive feedback: “Justin has to
understand that criticism is a good thing because Jack cares about the work he is doing. If
Jack did not care about Justin then he would not say anything to him.” At the same time, he
suggested a balance in how feedback is delivered: “With some people, criticizing them works,
Transland & DynaNav but with other people you have to tell them what they did right and also tell them what they
have created the New did wrong.”
Transland Controller
Prescription mapping!
Variable Rate!
Compatible with GPS
Shira weighs in:
Communication is definitely key in this—and all—management situations. An
additional idea for Jack to consider is to make an effort to better understand
what motivates Justin and why he may seem to be slacking off on the job. Most
CP’s Flat Fan Nozzles Millennials want to feel that their work makes a difference. By asking questions
With about what appeals and doesn’t appeal to Justin, Jack may be able to shift
CP’s Swivel responsibilities to better accommodate Justin’s needs or at the very least explain
Get small or large why certain tasks are essential to the smooth running of the operation so that
droplets Justin believes his work is useful. As for Justin, he should ask Jack to explain
All with the same his management style and how he measures success on the job. There may be
Tip flow rate a simple misperception in how both men define the concept of “work ethic” that
may be able to be cleared up through an open dialogue. Either way, they owe it to
themselves and to Frank to “walk a mile in the other’s shoes” before throwing in
the towel.

Find Your Dealer and More

www.TranslandLLC.com
www.CPProductsInc.com

38   National Agricultural Aviation Association | May/June 2015

Case Study No. 3
Ashton, a 26-year-old pilot, has potential to be a decent pilot but also has a Shira weighs in:
All of these suggestions have
lot of room to improve. When 56-year-old owner Steve originally hired him,
merit—both Steve and Ashton
Ashton came right off a summer of banner towing, without any ag experience. should learn to appreciate
Steve knew he was taking a risk on Ashton, but he was desperate for an the other’s perspective. Steve
extra pilot that year. The challenge is that Ashton is very sensitive when should realize that Ashton may
receiving criticism. Steve admittedly tends to have a pretty big bark, but it’s have come from a home where
he received lots of positive
overwhelming to Ashton who is used to feedback that’s more “constructive.” affirmation from his parents
After all, Ashton was given plenty of “atta boys” by his parents, so why and wasn’t frequently (if ever)
shouldn’t his boss treat him the same way? scolded. Yes, Steve may think
that Ashton needs to “put his
YOUR TURN: How would you advise Steve and Ashton to better understand each big boy pants on,” but he needs
other’s preferences for giving and receiving feedback? to realize that people are a
product of their upbringing.
Summary of responses from NAAA members: Ashton is already an adult so
Compromise and communication are the running themes here. One respondent suggested his relationship to authority is
that Ashton should openly express his frustrations with Steve while at the same time learning pretty much hardwired into him.
that the relationship “as employee/superior … is different than the role of child/parent.” That said, every employee has
This respondent also made the astute observation that this generational difference might be opportunities for professional
reversed: “What about the 26-year-old owner/operator that struggles with the 58-year-old growth and learning to handle
employee taking instruction from a ‘kid’? constructive criticism should be
one of them. If Ashton adopts
A Baby Boomer respondent believes that “Ashton needs to grow up … and appreciate the a teachable attitude, it could
fact that Steve took a big risk in hiring him.” While this person acknowledged that Steve go a long way to developing
needs to soften his bark and be patient with Ashton’s learning curve, the Boomer believes a productive relationship with
that Ashton needs to be aware of his weaknesses and learn to appreciate the stress that Steve, and maybe even earning
Steve is under as an operator. him a promotion someday. ■

A Millennial shed a different light on the situation: “Steve has to be able to see that his big
bark does not work with Ashton because as soon as he yells or raises his voice the younger
people shut down because they were not talked to that way [when they were growing up].” Shira Harrington, Founder and President
of Purposeful Hire Inc., has a passion
Finally, a friendly solution was offered. One respondent suggested that Ashton should try to for fostering generational harmony in
socialize more with Steve so that they can develop a closer confidante-type relationship. This the workplace. A Generation Xer, she
should allow them to “either communicate away their differences, or go their separate ways, considers herself a bridge between
still friends who wink at each other and laugh.” Boomers and Millennials, helping all three
generations better understand the values
and differences each brings to the table. A
generational diversity speaker, association
recruiter and career coach in the
Washington, D.C., area, Shira is committed
to the mission of her company, “For every
hire, there is a higher purpose.” She can
be reached at shira@purposefulhire.com or
(703) 508-9573.

National Agricultural Aviation Association | May/June 2015   39


Southwest Fly-Ins Give
Operators Pattern Progress
By Jennifer Marsik Friess
Special to Agricultural Aviation
T he Southwest region enjoyed two
new Operation S.A.F.E. Fly-Ins
in March, conveniently wrapped around
March 18, National Agriculture Day.
Fly-ins offer pilots and operators
expert feedback on the spray
performance of their aircraft and
consultation to improve performance.
The industry has embraced the value
of fly-ins, but ironically, often the only
deterrent in getting planes there is the
good weather necessary to put on the
event. That was the case March 11–12,
when Air Tractor and Transland-
CP Products welcomed local aerial
applicators to Air Tractor headquarters
40   National Agricultural Aviation Association | May/June 2015
S.A.F.E. Fly-In at Air Tractor’s Olney, Texas, factory.
in Olney, Texas. Unfortunately, those
dates offered pilots the first ideal
application weather window after
several days of poor flying conditions.
“The weather has been bad about the
last two weeks, so a lot of our local
operators got an open day, and a lot of
them had an opportunity to get out
and work,” explained Rick Turner, Air
Tractor’s vice president of operations.
The Texas fly-in was the first joint
event organized by Air Tractor and
Transland. Spray nozzle manufacturer
CP Products was also front-and-
center at the fly-in, as the company
was acquired by Transland in 2013.
The companies see this fly-in as
a stepping stone to an annual
A pilot pattern tests his aircraft at an Operation
opportunity to characterize the spray
pattern of the ag aircraft in and around
Northwest Texas. The fly-in was free
to participants, due in no small part to
the numerous associated vendors that
contributed funds to help make the
event successful.
“Transland participates in fly-ins
all over the country,” Bob Payton,
Transland’s sales and marketing
manager, said. “We saw a void in fly-
ins in this region and decided with
Rick Turner that we would organize
an event.”
Luckily, all the conditions were right
just a few days later in Yuma, Ariz., for
Morris Ag Air Southwest. Operator
Miles Morris, along with his brother,
TEXAS FOUR-STEP From left to right, Richard
Whitney of WRK of Oklahoma, Phil Jank
and Clint Hoffmann of the USDA-ARS Aerial
Application Technology Research Unit, College
Station, Texas, and Operation S.A.F.E. analyst
Dennis Gardisser of WRK of Arkansas LLC, at
Air Tractor’s plant in Olney, Texas.

Mike Morris, purchased the Operation

S.A.F.E. Fly-In donated to NAAA’s
Live Auction by Operation S.A.F.E.
analysts Dr. Dennis Gardisser of
WRK of Arkansas LLC and John
Garr of adjuvant manufacturer GarrCo
Products Inc. Morris Ag Air Southwest
operates six Thrushes and two
helicopters out of its Yuma location.
Seventy percent of its work is in

APPLY KUGLER
produce. “If you are on the West Coast
and buy any type of produce in the

KQ-XRN
winter, it’s from Yuma,” Miles said.
™
Mike runs Morris Ag Air & Sons Inc.
in Orovada, Nev., and brought three
more planes to the fly-in.
AND MAKE EVERY
After evaluating their fleet at the
March 18–19 fly-in, Gardisser said
CUSTOMER A REPEAT
the Morris aircraft all had satisfactory
setups. Like several of the aircraft
CUSTOMER.
he evaluated in Texas, Gardisser
suggested a few adjustments to
eliminate propwash, a very common Give your customers
issue that, fortunately for the operator, a 20+ bushel/acre
is easy and inexpensive to correct. increase in corn yield by
applying Kugler KQ-XRN.
“I don’t think we were asleep at the Ideally suited for foliar
wheel with the pattern at all,” Miles application, KQ-XRN
said. “None of the patterns looked bad, improves the penetration
and these were simple adjustments to and performance of
make it even better.” insecticides, fungicides
and herbicides.
Miles said that after making those Make every customer
tweaks, he and Mike took advantage a repeat customer.
of having the analysis equipment there Recommend KQ-XRN
to look at the spray pattern at different for a proven
application rates (5 to 20 gallons per 20+ bushel/acre
acre) and nozzle orientation, such as yield bump.
spraying with straight back nozzles
for added safety with potential use in
future sensitive herbicide applications. Kugler Company www.KuglerCompany.com
P.O. Box 1748 www.KQXRN.com
McCook, NE 69001
In addition to characterizing
1-800-445-9116
the aircraft, Gardisser offered a

National Agricultural Aviation Association | May/June 2015   41

KQ-112.indd 1 4/8/15 3:02 PM

HOUSE CALL Dr. Gardisser goes over some aircraft setup recommendations with Morris Ag Air Southwest
operator Miles Morris.
presentation for the Air Tractor/
Transland group and a similar
talk to the attendees at the Morris
event, which included about 70
employees, growers, pest control
advisors and department of
agriculture representatives. He also
provided a separate seminar for the
Morrises’ pilots.
“I talked about optimizing agricultural
aircraft and dispelling some height,
wind and speed myths that are out
there,” Gardisser said. “One of the
additional issues we talked about is
how all the parties involved now have
some personal liabilities when they
make recommendations, so they need
to be thoughtful. In litigation today,
it’s a shotgun approach: Everyone
involved from start to finish is
typically named.”
Garr talked to the groups about
how the use of chemical mixtures is
evolving. “If you’re adding fertilizer,
chemicals and another product,
those complex mixtures might not
mix uniformly and might negatively
affect the pattern,” he said. “The more
complex the mix, the greater the
chance of non-uniform deposition.
42   National Agricultural Aviation Association | May/June 2015
“Getting everything out in one
application is efficient, but it could
cost you,” Garr added. “In the quest
to be good applicators, pilots try
to help their customers with the
best of intentions. Mixtures can
work well on the ground, but a lot
can happen at 150 miles per hour.
Applicators have a responsibility to
customers and themselves to check
out new mixtures that have not
been tested.”
PRACTICE MAKES PERFECT (PATTERNS) John Garr inputs a pattern testing field sample into Operation
S.A.F.E.’s analysis programs.
Fertizona Pest Control Advisor
(PCA) Gordon Goodwin felt the
presentations were very valuable. “I
thought it was a great event,” he said.
The son of well-known pilot and
operator John Goodwin, Gordon has
been around ag aviation all his life and
worked with Morris Ag Air Southwest
for about 11 years, but this was his
first fly-in as a PCA. “Talking about
droplet sizes, water volume, surfactants
and general awareness is necessary for
all of us, especially because the pilots
and PCAs are so busy, moving from
crop to crop, with a limited number of
hours to fly.”
Goodwin touched on an important
part of the event, according to NAAA
Executive Director Andrew Moore.
“There is an added benefit of hosting
an Operation S.A.F.E. Fly-In,”
Moore explained. “Not only are they
useful to the pilots and operators
who gain knowledge from the spray
characterization of the applied
materials, but they are also a great way
to host customers. They can see how
much goes into pattern analysis and get
detailed insight into aerial application
and crop inputs applied from experts
LUNCH ’N LEARN Morris Ag Air Southwest hosted
about 70 employees, growers, pest control advi-
sors and department of agriculture representatives
at its private Operation S.A.F.E. clinic. Fly-ins are
an excellent way to educate ag stakeholders
about the lengths aerial applicators go to improve
performance and minimize drift.

with a scientific background—in this

case, Dennis and John.”

That was echoed by Miles. “It’s better

for the guys I work for to hear it from
someone else like Dennis,” he said.
“I’m not trying to bend their ear, but
even if they were concerned that I
am, they can turn to Dennis, who’s an i ng & D i ng & D
eer e eer e
unbiased third party.”

in
in

48
55 48

sig
sig

E ng
E ng

n
n
YEARS YEARS
He added that if operators have Ex Ex
c e l l en c e c e l l en c e
enough aircraft to balance the
expense, they should host a fly-in. “It’s
WHEN THERE’S NO SUBSTITUTE FOR QUALITY
definitely the thing to do.” AGRINAUTICS PARTS ARE BUILT TO LAST & WE HAVE THE BEST
2 YEARS - 800 HOUR WARRANTY
Gardisser and Garr are happy to make TO BACK IT UP!
this annual donation to NAAA. “It’s For Even Easier Maintenance - Try Our
®
Hard Anodized Teflon Tuffcoat
our service to an industry we respect Protected Pumps, Valves & Strainers
very much,” Garr said. for All Aircraft Makes
Specialty Application Available
Gardisser added, “We feel like we FAA/PMA approved
make a living working with airplanes, www.agrinautics.com
so we have to give something back.” (435) 586-1200 • sales@agrinautics.com
1215 N. Airport Road • Cedar City, UT 84721
GarrCo Products and WRK of
Arkansas sponsored the Morris Ag
Air Southwest fly-in. The Air Tractor/
Transland fly-in was sponsored by
Dow AgroSciences and Pratt &
Whitney Canada, and co-sponsored
by Chem-Man, EGE Bio, Insero,
Lane Aviation, Neal Aircraft, Roy W.
Neal, Jr. Agency and WinField. ■

For more information, contact John

Garr at (765) 395-3441, mrfoam1@
garrco.com or visit www.garrco.com; and
contact Dennis Gardisser at dgardisser@
wrkofar.com or visit www.wrkofar.com.

National Agricultural Aviation Association | May/June 2015   43

Pilots for Hire
In the market for a new pilot or a new seat?
Here’s how to use NAAA’s new Job Board
By Lindsay Barber Any jobs or listings that you add will appear where you see
Manager of Meetings, Marketing & Special Projects the categories titled “Pilot looking for job” and “Operator
looking for pilot.” You can also modify or delete your listing,

I n conjunction with NAAA’s new website, which launched

last summer, we have a new NAAA Job Board to help
you find a seat or find a pilot. There is no cost to post an
as well as view résumés for those who are interested in your
job, or if there are operators interested in interviewing you
for a position.
advertisement on the NAAA Job Board, but you must be
an NAAA member. If you’d like to join NAAA to take
advantage of this and many other services, complete the
membership application on pg. 60 or join online at www.
agaviation.org/membership. Here is a step-by-step guide on
how to use the Job Board.

How to Begin Posting to the Job Board for

Operators and Pilots
Once you’ve logged into your account on AgAviation.org
and are on the “Your Account” page, click Job Board from
the left-hand toolbar under Account Details.

Fig. 2. Click “here” to view job listings and “Add A Job” to post a new
operator or pilot listing.

Operators: How to Add a Listing Seeking a Pilot

Fig. 1. Click “Job Board” on Your Account page of AgAviation.org.
On the next page, you can choose to add a job/listing or
search for a job. Whether you’re an operator looking to fill
a seat or a pilot looking for work, click “Add A Job” (further
details in the next screen shot). If you’re searching for a job,
click the word “here” in the sentence under Add A Job.
After clicking “Add A Job,” complete the following fields:
1. Category: Choose Operator Looking for Pilots.
2. Job Status: Choose Full Time or Part Time.
3. Job Title, Job Description & Job Requirements: List
your information in the appropriate boxes. If you’re not
hiring a full-time employee, please list the dates that
you’re hiring. If you’re supplying an aircraft, please be sure
to list the type of aircraft, GPS or other pertinent details.
4. Salary Information: You can choose whether or not
you’d like to list salary details. It’s not a required field, so
just leave it blank if you’d prefer not to specify a salary.
5. Organization Information: Fill out your name, address,
country and phone number. Click Save at the bottom of
the page.

44   National Agricultural Aviation Association | May/June 2015


Fig. 3. List your information in the appropriate boxes.
6. The next screen will take you back to your listing(s). You
must click Activate Now to approve your listing. Your
listing will appear for 180 days.
Fig. 4. Click “Activate Now” to make your job listing accessible to other
NAAA members.
Pilots: How to Add a Job Seeker Listing
After clicking “Add A Job,” complete the following fields:
1. Category: Choose Pilot Looking for Jobs.
2. Job Status: Choose whether you’re looking for Part Time
or Full Time employment.
3. Job Title: Type “Pilot Looking for Work”
4. Job Description: List your qualifications in the Job
Description box (states that you’re licensed in, dates
available, if you’re PAASS qualified, GPS experience,
total time, total ag time, etc.).
5. Job Requirements: List your own aircraft or if you need
an aircraft supplied.
6. Salary Information: You can choose whether or not
you’d like to list your salary requirements. It’s not a
required field, so if you’d prefer not to reveal your salary
expectations, just leave it blank.
7. Organization Information: Fill out your name, address,
country and phone number. Click Save at the bottom of
the page.
8. The next screen will take you back to your listing(s). You
must click Activate Now to approve your listing. Your
listing will appear for 180 days.
How to Search for a Pilot Looking for a Job or an
Operator Looking to Hire a Pilot
1. Got to AgAviation.org/joblistings.
2. Click View current job listings.
3. If you are not already logged in, you will be required to
log in before you will be able to view NAAA’s Job Board
listings.
4. Category: Choose either Pilot Looking for Jobs or
Operator Looking for Pilots.
5. Job Status: Select All, Full Time or Part Time.
6. You do not need to add anything in the Keywords box.
Click Search Jobs.
7. On the next screen, you’ll see the listings that appear
from the search terms that you entered. Click on any of
the job titles (in the green wording) to view each job.
8. When you click on a job, the next screen will list all of
the details. You can click “Apply for this Position” to
contact the individual.
Fig. 5. Go to AgAviation.org/joblistings to view current job listings on
NAAA’s website.
National Agricultural Aviation Association | May/June 2015   45
Fig. 6. Search for pilots looking for jobs or operators looking for pilots
separately or simultaneously. Fig. 8. Click “Apply for this Position” to contact the individual who posted
the listing.

Fig. 7. Click on any of the job titles to view the full job listing.

How to Contact a Pilot Looking for a Job or an

Operator Looking to Hire a Pilot
1. If you find an operator or pilot job listing that interests you,
click “Apply for this Position” to contact the individual.
2. On the Apply page, provide your name, email and phone
number.
3. If you are a pilot responding to an operator who is hiring,
cut and paste your work experience from your résumé,
or just type your work experience into the cell provided.
Then click “Submit Résumé.”
4. If you are an operator responding to a pilot looking for
a job, you can use the Résumé field to write a private
message to the individual. Once your message is Fig. 9. Only the person who posted the job listing will have access to the
complete, click “Submit Résumé.” (See Fig. 9) information you provide on the Apply page.

46   National Agricultural Aviation Association | May/June 2015

 Fig. 11. In this example, the individual has received one response to his
“Pilot Looking for Jobs” listing.

As a reminder, when you fill a position or find a job, please visit

Fig. 10. Sample message responding to pilot looking for a job. the Job Board under your account to delete the job posting.

You will receive an email if someone responds to your listing,
but please check your listings on the Job Board in the event
that you do not receive the email. To see if you have received
any responses to your job posting, log into your account and
click on Job Board in the left-hand toolbar on the “Your
Account” page. Any responses to your job posting will be
reflected in the Résumés bullet under Action(s). In this
example, the individual has received one response.
Log into the website to post and view listings on NAAA’s
Job Board today! For questions or assistance, please contact
NAAA at information@agaviation.org or (202) 546-5722.
For more information and advice on careers in the aerial
application industry, visit AgAviation.org/careers. ■

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National Agricultural Aviation Association | May/June 2015   47

Building an Aircraft Setup Database Together
By Clint Hoffmann, Dan Martin,
and Brad Fritz, USDA-ARS Aerial
Application Technology Research Unit
What is CV?
Coefficient of variation (CV) is a statistical term that represents the variation
in a data set. The more variable the data, the higher the CV. For aerial

S o you stepped up and bought that

new turbine aircraft (or picked up
a smaller helicopter or plane for some
specialty work). After taking it out for
a spin, you bring it back into the shop
and are ready to go to work.
applicators, the CV is a measurement of spray uniformity from their aircraft as
determined by measuring dye concentration on a cotton string that the aircraft
flies over and sprays during an Operation S.A.F.E. spray characterization clinic
(see www.agaviation.org/operationsafe for more information on spray clinics).
The CV is used to help determine the effective or recommended swath width
for the aircraft as it was set up during the clinic.

One of the first items of business is

setting up your spray boom. You make their aircraft model and operational during a spray clinic conducted by
your nozzle selections based on spray parameters. After setting up the an Operation S.A.F.E. certified
rates, droplet size and the products you aircraft, the operator would then analyst. There are three rows of nozzle
will be using in your operation. The go to an Operation S.A.F.E. spray locations shown on the form. The
next question is where to put them characterization clinic for final plan is for the aircraft and nozzle
along the spray boom to generate the adjustments to the nozzle locations. configuration to be recorded before
most uniform pattern possible. If you This will potentially reduce the the aircraft makes the first set of passes
are saying to yourself, “It sure would number of passes needed to finalize over the string at a spray clinic. After
nice if there was a set of guidelines for an aircraft setup at a spray clinic and the spray pattern has been analyzed,
nozzle placement,” then keep reading. help avoid pattern issues until a test the S.A.F.E. analyst may decide
opportunity become available. to adjust some nozzle locations to
The USDA-ARS Aerial Application increase spray uniformity and lower the
Technology Research Unit (AATRU) To help populate this database, Dr. CV. These adjustments are noted and
in College Station, Texas, is working Dan Martin, an agricultural engineer marked on the second field of nozzle
to develop just that and seeking your with AATRU, has developed a form locations. The aircraft would again be
help to do so. Simply stated, we are (Fig. 1) that can be used on an iPad
crowdsourcing this research project.
We are working to develop a database
containing the following information:
• Aircraft Type (Make and Model)
• Type and Number of Nozzles
• Spray Rate
• Intended Swath Width
• Nozzle Locations that Produce
Uniform Patterns
• Pattern Uniformity and Effective
Swath (as determined at an
Operation S.A.F.E. clinic or by an
Operation S.A.F.E. analyst)
• Plus a few other details shown in
Fig. 1.

Ultimately, this database will allow

operators to see the “demonstrated
optimum” nozzle locations that were
found to produce the lowest coefficient
of variations (CVs, see sidebar note) for Fig. 1. Screenshot of Aircraft Setup Fillable PDF on iPad.

48   National Agricultural Aviation Association | May/June 2015

 Competitive Pricing
same Day Turntime
The Aerial Application Technology Research Unit is
crowdsourcing its latest research project and needs applicators’
help to develop a comprehensive aircraft setup database. Exchange Available

EAsA Approved

analyzed and the process repeated or
stopped depending on the results.
Filling in the information on this
form accomplishes two things at once.
First, you have a permanent record
of how your aircraft was set up at
the clinic that you can print out and
keep with the aircraft as a reminder
if any changes are made. Secondly,
you can contribute to the overall
database by sending the data to Dr.
Martin. You have our PROMISE that
all times, dates and N numbers will be
permanently removed prior to entering
your information into the database.
Now, let’s clarify how the database
would be used by going through an
example from the very limited data
we have so far. We currently have nine
data sets for an Air Tractor 502B with
CP11TT nozzles. Five of these setups
had CVs less than 15 percent and
four had CVs greater than 15 percent.
When we look at the percent of cases
that a nozzle was at a given location
on the boom, we can begin to “see”
what nozzle locations most commonly We
Overhaul
produce lower CVs. For the right side
of the boom (Fig. 2), there is a slight TPE331 & PT-6A
difference in nozzle locations based FuEl NozzlEs
on the spray uniformity or CV, with
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further out on the boom providing a Se habla español
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Again, this is a limited dataset, but
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We sincerely hope that you can
help us with this project and look
forward to hearing from you. For S. & T. Aircraft Accessories, Inc.
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percent and CVs greater than 15 percent. www.staircraftaccessories.com

National Agricultural Aviation Association | May/June 2015   49

$7,500 in Scholarship Money Available
for Aspiring Ag Pilots NAAA/BASF Agricultural Aviation Scholarship
Program Offers Needed Training Funds

H
ow does $5,000 sound to help get
someone started on their journey to
becoming a professional ag pilot?
That’s the top prize in the 2015 NAAA/
BASF Agricultural Aviation Scholarship
competition. The goal of the Agricultural
Aviation Scholarship is to strengthen the
aerial application industry by helping
NAAA Operators bring new pilots into
the profession. Each applicant must be
sponsored by an NAAA Operator Member,
and scholarship recipients must use the
proceeds for flight training or agricultural
coursework at a university, college,
community college or other institution of
higher learning. A stipend for a trainee in
an NAAA Operator-sponsored apprentice
program is also permissible. WHO’S NEXT? NAAA and BASF awarded $5,000 in scholarships to two up-and-coming ag pilots at
the 2014 NAAA Convention. From left to right, 2014 NAAA President Leif Isaacson, NAAA Executive
The Agricultural Aviation Scholarship is Director Andrew Moore, Jeff Reabe (Dopp’s sponsor), NAAA/BASF Agricultural Aviation Scholarship
recipients Robert Dopp and Andreas Geist, Andreas’s sponsor Dan Geist, and BASF’s Gary Fellows.
funded by an educational grant provided by
BASF and administered by NAAA. NAAA will
award one scholarship valued at $5,000 the program by the end of May. He was This year’s Agricultural Aviation Scholarship
and could award a second scholarship sponsored by Jeff Reabe, co-owner of recipient, or recipients, will be recognized
valued at $2,500 depending on the pool Reabe Spraying Service in Plainfield, Wis. in December at NAAA’s 49th Annual
of applicants. Andreas Geist of Crookston, Convention & Exposition in Savannah, Ga.
Minn., and Robert Dopp of Beldenville, Wis., How to Apply
received NAAA/BASF Agricultural Aviation NAAA is now accepting applications for To learn more about the 2015 NAAA/BASF
Scholarships of $5,000 and $2,500, the 2015 NAAA/BASF Agricultural Aviation Agricultural Aviation Scholarship, review
respectively, last year and were honored at Scholarship. To be considered for the 2015 the application instructions on the adjacent
the 2014 Convention in Louisville, Ky. scholarship, every applicant must submit: page. The application is also available on
NAAA’s website at www.agaviation.org/
Geist is completing the professional pilot • A letter of recommendation from the agaviationscholarship.
program at Lake Superior College in Duluth, NAAA Operator Member sponsoring
Minn., and will attend the University of the applicant. Please call NAAA at (202) 546-5722
Minnesota, Crookston, next fall to study if you need clarification about any of
agronomy. His father Daniel Geist, owner of • An essay of 250 words or less written the application requirements. NAAA
Dan’s Flying Service in Crookston, Minn., by the applicant explaining why he or membership is not a prerequisite for the
sponsored him for the scholarship. she is deserving of an NAAA/BASF person applying for the scholarship, but
Agricultural Aviation Scholarship. Associate memberships, available for $95,
Dopp is enrolled in the Professional are a great way for candidates to learn
Agricultural Pilot Training Program at • A one-page résumé or list of activities more about the industry and augment
Battlefords Airspray in North Battleford, detailing all agricultural and aviation their training. The deadline to apply is
Saskatchewan, and is slated to complete experiences, education and training. Aug. 31. ■

50   National Agricultural Aviation Association | May/June 2015

 2015 NAAA/BASF AGRICULTURAL AVIATION
SCHOLARSHIP APPLICATION INSTRUCTIONS
This scholarship program is made possible through an educational grant from BASF Corp.
The scholarship program is administered by the National Agricultural Aviation Association.

BASIC INFORMATION:

Purpose: To bring new pilots into Agricultural Aviation and help fund their training. Scholarship is to be used for flight training
or ag-related coursework at a university, college, community college or other institution of higher learning.

Amount: The NAAA Agricultural Aviation Scholarship Program will award up to two (2) one-year scholarships to
a deserving, qualified student(s) participating in one or more of the following programs:
1. a certified flight training program
2. an NAAA Operator-sponsored flight-training apprentice program
3. an agriculture, agribusiness or ag vocation program for a second-year or later student(s) enrolled
at a U.S. 2-year or 4-year program of study at an accredited junior college, college or university.

The number of scholarships may vary from year to year. NAAA will award one $5,000 scholarship annually for the life
of the program, and may award a second $2,500 scholarship. One award per applicant.

Eligibility: Paid employees of NAAA or BASF and immediate members of their families are not eligible.
Entrant must be sponsored by an NAAA Operator.
Prior NAAA Agricultural Aviation Scholarship winners are not eligible.

Sponsor: Each applicant must be sponsored by an NAAA Member Operator.

An Operator may sponsor only one applicant per year.

Application
Applicant should fill out ALL “applicant information,” sign the form and give the application to
Process: the NAAA Operator Sponsor. The Sponsor will complete the sponsor form, add a letter of recommendation, and
forward all required information via U.S. Mail, Fax or Email to:
NAAA Agricultural Aviation Scholarship
1440 Duke Street, Alexandria, VA 22314
Fax to (202) 546-5726 • Email to information@agaviation.org

Deadline: August 31, 2015

Application By August 31, 2015, please submit the following materials:
Checklist: • Completed application
• One (1) letter of recommendation from the NAAA Operator sponsoring the applicant.
(Letter of recommendation may be submitted in a sealed envelope.)
• Essay of 250 words or less explaining how you would use the NAAA/BASF Agricultural Aviation Scholarship to
further your education and training.
• Current one-page résumé or list of activities detailing all agricultural and aviation experiences, education
and training.
• Plus:

If scholarship proceeds are for flight training:

• Provide proof you are enrolled or have been accepted for enrollment in a certified flight training program (ag or
otherwise).
If scholarship proceeds are for an Operator-sponsored apprentice program:
• Provide a brief but detailed explanation of the apprentice program.
If scholarship proceeds are for ag-related coursework at a college or university:
• Submit an official transcript from applicant’s college, junior college or university. The Registrar’s Office can mail
your official transcript to NAAA or place it in a sealed envelope for you to mail with your application form. (GPA
must be 2.5 or better on a 4.0 scale at the time of application to be eligible for NAAA scholarship).
• Provide proof that you are seeking an undergraduate or graduate degree in an agricultural, agribusiness or an ag
vocation field (transcript may suffice; consult your registrar or department office for more information).

All applications must be received or postmarked by August 31 to be eligible for scholarship funds available for the
following calendar year (January–December).

Selection All applicants will be evaluated based on the following criteria: need, prior experience, likelihood
Process: of retention in the aerial application industry, strength of operator’s recommendation letter, and strength of applicant/
candidate’s essay.

Applications will be reviewed and winners chosen during the Fall NAAA Board Meeting by the NAAA Membership
Committee.

Winners will be notified by November 1. Winners will be publicly announced at the NAAA Annual Convention in
December.

The decision of the NAAA Membership Committee is final.

Payment: A tuition bill must be presented verifying enrollment of the applicant. If tuition has been paid in full, upon proof of
such payment, NAAA will remit payment to the scholarship recipient. Otherwise, the scholarship will be paid directly
to the appropriate school before the recipient’s training/coursework begins or resumes. Any funds paid directly to the
applicant as part of this award not used for approved higher education or apprenticeship expenses must be returned
to NAAA. Paid receipts for tuition or higher education expenses must be provided. A signed statement from the
Operator providing the apprenticeship will serve to verify those expenses. Scholarship recipients must provide proof
of expenses to NAAA by June 1 of the year following the award. Apprenticeship payments used for living expenses
may be taxable.

Revisions: NAAA reserves the right to review the conditions and procedures of this scholarship program and to make changes at
any time.
 2015 NAAA/BASF AGRICULTURAL AVIATION
SCHOLARSHIP APPLICATION
PART 1
APPLICANT INFORMATION:

Name:_______________________________________________________________________________________________

Address:_____________________________________________________________________________________________

City, State, ZIP:________________________________________________________________________________________

Phone: _______________________________ Email:__________________________________________________________

Name of University, College, Community College, Flight School or other flight training program:

___________________________________________________________________________________________________

Address:_____________________________________________________________________________________________

City, State, ZIP:________________________________________________________________________________________

Phone: __________________________________ Enrollment Contact:_____________________________________________

Course of Study:________________________________________________________________________________________

Description:___________________________________________________________________________________________

___________________________________________________________________________________________________

Length of Program:______________________________________________________________________________________

I am (choose one):

____ Currently enrolled______________________ Enrolled beginning: (date course begins) _______________

I expect to complete this course of training or study by (month/year) ______________________

In 250 words or less, please explain why you want to pursue a career in agricultural aviation and how you would use NAAA’s Agricultural
Aviation Scholarship to further your education and training:

___________________________________________________________________________________________________

___________________________________________________________________________________________________

___________________________________________________________________________________________________

APPLICANT’S SIGNATURE ________________________________________________ Date:____________________

 2015 NAAA/BASF AGRICULTURAL AVIATION
SCHOLARSHIP APPLICATION
PART 2
SPONSOR (NAAA OPERATOR MEMBER):

Sponsor Name:_______________________________________________________________________________________

Company:___________________________________________________________________________________________

Address:____________________________________________________________________________________________

City, State, Zip:_______________________________________________________________________________________

Phone:________________________________ Email_________________________________________________________

Relationship to employee (choose as many as appropriate):

___ Family Member

___ Employee (current or past)

___ Other, please explain:_______________________________________________________________________

If not a family member, how long have you known the applicant:____________________________________________________

NAAA OPERATOR/SPONSOR’S SIGNATURE________________________________________________________

Date:______________________

Please attach a letter of recommendation for the attendee. Please comment on the applicant’s
agricultural or flying background as well as general character, focusing on why you believe the
applicant will become a good ag pilot and what the applicant has to do to further his or her training and
development.

All applications must be received or postmarked by August 31 to be eligible for scholarship funds available for the following calendar
year (January–December).

Mail, Fax or Email to:

NAAA Agricultural Aviation Scholarship
1440 Duke Street, Alexandria, VA 22314
Fax to (202) 546-5726
Email to information@agaviation.org
 People and Products
Consumer Reports Bashes Conventional Produce,
and By Extension the Farmers That Grow Them

W
hen it comes to lionizing and criticizing organic and
conventional produce, respectively, Consumer Reports
entered the finger-wagging space long occupied by the
Environmental Working Group (EWG)—publishers of the so-called
“Dirty Dozen” list—in March when it published its “Pesticides in
Produce” report online. The article appears in Consumer Reports’
May 2015 issue as its cover story.
“Experts at Consumer Reports believe that organic is always the best
choice because it is better for your health, the environment, and the
people who grow our food,” the magazine declares up front. “Experts
at Consumer Reports believe” is the operative fact in that sentence
given that the consumer watchdog organization largely turns to its
own in-house “experts” to support its position of buying organic
produce whenever possible.
Consumer Reports, EWG and organicizations of their ilk seek
to have it both ways by adhering to a familiar script: Demonize,
denounce, hedge! On one hand, Consumer Reports questions the
safety of consuming conventionally grown fruits and vegetables,
citing the potential for undue pesticide exposure. However, as we
noted in the July 31, 2013 NAAA eNewsletter article, “The Fallacy
of Evaluating Produce on the Basis of Pesticide Residue Levels,”
several pundits have pointed out that pesticide residue is not a very
good determinant of food safety. Highlighting the trace amounts of
pesticide residues detected on produce is a misleading barometer
that groups play up to scare consumers, and mothers of young
children in particular, into adopting a strict organic diet. The hedge
comes at the end when these kind of reports essentially admit, “Ah,
everything we just said about conventional produce isn’t as horrible
as we made it out to be.” For instance, Consumer Reports concludes
its “Pesticides in Produce” article by reminding readers of its No. 1
rule, which is:
Eat more produce! Though we believe that organic is always
the best choice because it promotes sustainable agriculture,
getting plenty of fruits and vegetables—even if you can’t obtain
organic—takes precedence when it comes to your health.

Ergo, conventional produce is not only perfectly fine to eat,

conventionally grown fruits and veggies are good for you.

EWG has also minced words in explanations of its so-called “Dirty

Dozen” list by trying to draw a distinction between “safe” and “safer”
FOR ALL OF YOUR SPRAYING produce. To wit, EWG contends that “the organic versions are likely
NEEDS: a safer choice over the long term” by virtue of having less pesticide
WEATH-AERO FAN residue than conventional produce. But even if that’s so, since
HYDRAULIC both forms of produce are—as EWG admits—safe, distinguishing
ELECTRIC between safe and safer produce is tantamount to splitting hairs. 
VALVE
Thanks for the ‘Help’
For more info, contact:
Although these reports are produced and widely reported under the
JIM GRAVES
guise of being “helpful,” there is an implicit conceit that conventional
233 Safety Road farmers are either too dumb, too lazy, too greedy or too uncaring to
Houma, LA 70363 abandon modern agricultural practices in favor of organic farming.
Ph 985-868-1477
Fax 985-879-1617 Another reason Consumer Reports gives for buying organic is that
pesticides are detrimental to farmworkers and the environment. Two
www.autocalflow.com
email - autocalflow@aol.com years ago, however, Great Britain’s Health and Safety Laboratory
released a surprising study that showed that pesticide applicators

56   National Agricultural Aviation Association | May/June 2015

have a lower incidence of cancer mortality than the general
population. The Health and Safety Laboratory prepared its report
for the U.K.’s Health and Safety Executive (HSE), which is similar in
scope to the Occupational Safety and Health Administration in the
U.S. HSE’s Pesticide Users Health Study1 examined mortality among
commercial pesticide applicators and other workers with chronic
occupational exposure to pesticides between 1987 and 2005.
During that timeframe there were 1,628 deaths among 59,085 male
and 3,875 female pesticide users. Compared with the population of
Great Britain, the pesticide workers had statistically significant lower
than expected mortality from all causes of death, and in particular
from all cancers combined. “Does this mean that working in the
pesticide industry reduces your cancer risks?” a blogger for the
Competitive Enterprise Institute wrote at the time. “Not really, but it
does raise questions about activist claims about cancer risks posed
by pesticides, particularly when they suggest that consumers, who
have much lower exposures than workers, face substantial risks.”
Consumer Reports also infers that the U.S. EPA has gone about the
approach of regulating pesticides all wrong by weighing both the
risks and the benefits to society of a pesticide under its review.
In the supplemental report “From Crop to Table: Pesticide Use in
Produce,” Consumer Reports takes issue with the EPA’s risk-benefit
approach to approving or prohibiting pesticides:
FIFRA does not limit the decision to approve a pesticide solely
on the human health or environmental risks of pesticides;
rather, FIFRA also states that “benefits of the use of the
pesticide” must be considered. A problem with that approach
is that the benefits are assessed under the assumption
that farmers must have chemicals for pest control. ... And
although the EPA’s mission is “to protect human health and
the environment,” the law governing the EPA’s approach to
pesticide regulation does not require that the risks to human
health and the environment be prioritized over “benefits” in the
decision-making process.
For those who take that view, it’s doubtful that conventionally grown
produce will ever be deemed good enough or safe enough. And
yet, we can’t stop setting the record straight. As agricultural activist
and radio host Trent Loos observed during his keynote address at
last year’s NAAA Convention, even though more misinformation
exists than proponents of production agriculture could possibly
correct in a lifetime, the important thing is to do something instead
of saying nothing. “There are people nagging on the EPA and
The Pesticide Users’ Health Study – An analysis of mortality (1987–2005) is available at
1 special designs. Paved landing strip available for fly-in repairs.
www.hse.gov.uk/research/rrhtm/rr958.htm.
these policymakers that never shut up. We have to never shut up,”
Loos said.
Tools You Can Use
Here are some resources to help you fight the good fight when it
comes to promoting the benefits of modern agriculture and the
safety of conventionally grown produce, starting with the NAAA
Media Relations Kit, available at AgAviation.org/media. Furthermore,
CropLife America (CLA), which represents crop protection product
manufacturers, has a several worthwhile resources available on its
Tell Me More website, including:
• Communicating the Safety of Our Healthy Produce:
User Toolkit: This kit will help you share the story of modern
agriculture and reinforce the safety of America’s food supply.
• CLA’s Social Media Message Library provides facts, tweets
and resources you need to balance the conversation about crop
protection products and agriculture on social media.
• From Lab to Label: This CLA brochure provides key
information about the thorough process crop protection
products undergo during EPA’s registration process.
• The Role of Conservation Agriculture: Progression at
Work: This infographic illustrates how crop protection products
and other modern agricultural tools have evolved over the years
to improve the quality of natural resources.
Visit tellmemore.croplifeamerica.org and click on “Modern
Agriculture Resources” in the navigation bar at the top of the page to
access these and other resources. ■
CLASSIFIEDS
Professional Fiberglass Repair
422 Monte Vista, Woodland, CA 95695
Phone: (530) 662-6269
Fax: (530) 735-6265
Web: www.jhpfr.com
Professional Fiberglass Repair specializes in the repair and refinish
of hoppers and all fiberglass components related to the ag-
industry. We do structural repairs as well as offer thermoplastic
welding and bonding with complete production facilities for
National Agricultural Aviation Association | May/June 2015   57
 People and Products
FAA 2014 GA Activity Survey
Underway—Please Complete
T
he FAA’s contractor, Tetra Tech, has notified NAAA that the
37th annual General Aviation and Part 135 Activity Survey
(referred to as the GA Survey) for reporting on 2014 activity
is now underway. The survey is getting an earlier start this year to
make sure everyone selected to participate in the survey has the
opportunity to do so. If you are selected to complete this year’s
survey, you will receive a postcard invitation or a survey form in
the mail along with a postage-paid envelope. You can complete the
survey online or by mail.

The information gathered by this survey is important to general
aviation and the agricultural community because it is the only source
of information on the size and activity of our aircraft. Data gathered
helps to prepare safety statistics and develop an industry accident
rate which is extremely important due to the fluctuation in ag
aviation activity from year to year.
COVINGTON AIRCRAFT IN THE HOUSE David Hamilton and
Aaron Abbott of Covington Aircraft Engines Inc. took time out
of their business trip to Washington, D.C., to stop by NAAA’s
headquarters in March. Pictured from left to right are Hamilton,
Covington’s vice president of global sales, Abbott, Covington’s
executive vice president, and NAAA Executive Director
Andrew Moore.

Please respond to the survey invitation if you receive one. NAAA

cannot place too much emphasis on the importance of this survey. It
is the only official source of activity information for our industry! ■

58   National Agricultural Aviation Association | May/June 2015

Terri Long Joins NAAA Staff as Senior Director of
Finance and Operations
NAAA is pleased to welcome Terri Long
as the association’s new senior director of
finance and operations. Long has extensive
experience working for small associations.
She was recently employed as the director
of communication, membership and
meetings at the North American Millers’
Association (NAMA) where she provided
oversight and management of all financial
and accounting functions. She also served at NAMA overseeing
membership activities, directing communication strategy, planning
and executing all aspects of meetings and events and she served as
the association’s corporate secretary and treasurer.
Long underwent a long search NAAA conducted for this position,
which will ultimately take over the responsibilities of NAAA Assistant
Executive Director Peggy Knizner when she retires Dec. 31. Scores
of résumés were received for the position and ultimately half a
dozen candidates were interviewed. “Long’s association experience
and personality stood out above the other qualified candidates. She
is a small association veteran, operations manager and enthusiastic
person who will hit the ground running,” said NAAA Executive
Director Andrew Moore. “We are fortunate to have her and fortunate
that Peggy Knizner has given us such a long lead time to bring
on additional good employees so her transition to retirement is
seamless come year’s end.” ■

North Dakota AAA Takes Off the Wall Approach with

New Ad Campaign
The North Dakota Agricultural Aviation Association (NDAAA) is putting
its marketing eggs into a new basket this year. Outdoor advertising
is out and indoor advertising is in—really in. Instead of whizzing
by NDAAA’s billboard ads of old, the association’s new display ads
have been strategically placed to reach North Dakotans while they
are, ahem, making an application of their own. NDAAA is a few
weeks into a yearlong ad campaign being waged indoors, on doors
and on the walls of public restrooms across the state. The goal is to
reach city (and sitting) audiences in high-traffic areas. “You wouldn’t
believe how many people go to the bathroom [in restaurants],” said
NDAAA board member Matt Hovdenes, a big proponent of the new
ad campaign. The initial ad features the tagline “Protectors of the
Yield, Stewards of the Field.”

The bathroom ads are on display in men’s and women’s restrooms at
several chain restaurants in larger markets across the state, including
Bismarck, Fargo and Grand Forks, N.D. “It’s easy for us to reach the
rural people. But how do we reach and get our message to the city
people?” said Hovdenes, a pilot with Wischer Aviation Inc. That’s one
reason why NDAAA decided to take a break from the billboard ads it
had been running since the early 2000s. With the billboard ads getting
more expensive and less cost-effective, the association sought out a
new approach. As it turns out, NDAAA President David Gust’s daughter
works for an ad agency that specializes in indoor advertising. She
submitted a proposal that NDAAA’s board signed off on last month.
In addition to the indoor ads, Off The Wall Advertising Inc. created a
Facebook page for NDAAA, a medium that Hovdenes feels will be
geared more toward a rural audience.
The notion of advertising in public restrooms may seem funny
at first, but NDAAA’s ad agency makes a compelling case for
the efficacy of such ads. According to Off The Wall’s website,
on average, people spend one and a half to two minutes with
its restroom ads, “and they can’t change the channel or switch
stations.” The agency even has market research on how high to
place the ads inside the stalls in women’s restrooms!
Hovdenes sought out the indoor ads at the start of the campaign and
says he has already heard from a couple of people who aren’t in the
industry who have seen them too. “A lot of people are pretty upbeat
about it,” he said. ■

National Agricultural Aviation Association | May/June 2015   59

 MEMBERSHIP APPLICATION
NATIONAL AGRICULTURAL AVIATION ASSOCIATION
Name: ______________________________________________________________ Year (1/1 – 12/31) ____________________________
Company: _____________________________________________________________________________________________________

Street/P.O. Address: _________________________________________City, State, ZIP Code/Country:________________________________

Bus. Phone: ___________________________________________ Home Phone: _______________________________________________
Cell Phone: __________________________ Fax:_______________________________ Spouse:___________________________________

Email: ________________________________________________ Website: _________________________________________________

OPERATORS/PILOTS: List State Associations you belong to

OTHER THAN YOUR HOME STATE ASSOCIATION: _________________________________________________________________________

PILOTS, AFFILIATED OPERATORS/AFFILIATED ALLIED:

List member companies you work for. __________________________________________________________________________________
ALLIED INDUSTRY: Indicate your division: __ Airframe __ Application Technology __ Chemical __ Dealer/Parts __ Insurance __ Propulsion __ Support

MEMBERSHIP CATEGORIES: (please select one)

National Agricultural Aviation Association Bylaws require Operator and Pilot members to be members of a state/regional agricultural aviation
association or to pay the additional dues for the Participating Operator or Participating Pilot categories.
$500, plus $100 per aircraft for every
Operator Operator of Aerial Application Business (must belong to state/regional Association)
aircraft over one
Extra Aircraft Over One $___ $100 per aircraft for every aircraft over one (per Operator)

Affiliated Operator $200 Operator Partner, Stockholder, or Non-Pilot Employee

Pilot $200 Pilot employed by Aerial Application Business (must belong to state/reg. Association)

Allied (1–10 employees) $500

(11–50 employees) $750
Any Industrial Organization or Firm closely allied
(51–100 employees) $950
to the Agricultural Aviation Industry
(101–500 employees) $1,100
(500+ employees) $1,900

Affiliated Allied $200 Partner, Stockholder, or Employee of an Allied Industry Member

Support $200 Any Member's Spouse, Significant Other, or Any Individual Interested
in the Promotion of NAAA Objectives

International $250 Aerial Applicators & Pilots residing outside the USA

Associate $95 Person interested in promotion of Aerial Application but not active in industry

Organization $750 State/Regional Association

PAYMENT: Dues Amount $____________________ NAAREF Donation* $____________________ Total $ ___________________________

Payment Method: (U.S. Funds only) _____ Check enclosed #___________ or ____ Credit Card
Card # _______________________________________________________ Security Code____ Exp. Date _________________________
Signature ______________________________________________ Name on card ____________________________________________
Billing Address __________________________________________________________ ZIP Code _______________________________
Dues and similar payments may be deducted as ordinary and necessary business expenses subject to restrictions imposed as a result of NAAA’s
lobbying activities as defined by Section 13222 – Omnibus Budget Reconciliation Act of 1993 {IRS Code 162(e)}. The non-deductible portion of dues * Please consider a charitable
paid during each calendar year changes reflecting the funds NAAA spends on lobbying activity. Please see your dues receipt for the current year's donation to support NAAREF programs.
non-deductible percentage. A subscription to Agricultural Aviation magazine ($30 domestic, $45 international) is included in the membership dues Donations are tax deductible as
for all membership categories. Dues, contributions or gifts to NAAA are not tax deductible as charitable contributions for income tax purposes. charitable contributions and provide
needed funding for PAASS,
RETURN THIS APPLICATION TO: NAAA, 1440 Duke Street, Alexandria, VA 22314 www.agaviation.org Operation S.A.F.E., Fly Safe, etc.
Or Fax to: 202-546-5726. Questions, call 202-546-5722 or email to information@agaviation.org
 NTSB Accident Report

Date City State Aircraft Type N# Injury Description of Accident

02/19/15 Shelton WA UH-1H 166DR None Power loss–engine/driveshaft adapter failed
02/27/15 Ivanhoe CA Bell 47G-2A 4774S Serious Hit power line
03/17/15 New Roads LA G-164A 9755 Minor Partial power loss–forced landing
03/27/15 Ropesville TX AT-602 20062 None Lost control landing with a load
03/28/15 Firebaugh CA UH-12E 130HA None Partial power loss–force landed in tree
Lost elevator control–force landed using
04/04/15 Brickey AR AT-402A 623LA None
variable power

Welcome to New Members

As of April 1, 2015

OPERATOR Charles Russell Trent Mulder AFFILIATED ALLIED ASSOCIATE

Russell Stacy Russell Flying Service Renville, MN Mary Humphrey Kris Artman
Kane River Aero Union City, TN Hardy Aviation Insurance Inc. Artman Arts
Natchitoches, LA Aaron Phillips Wichita, KS Inverness, MS
Abb Smith Redfield, KS
AFFILIATED OPERATOR Glen Rose, TX Joshua Joy Harry Davis
Nicholas Powell SmartC2 Inc. SFASC, GSB 1st SFG(A)
Dillon Baloun PILOT SCHOOL Pasco, WA
NCFE Custom Air LLC Grand Forks, ND Roy, WA
Highmore, SD GRADUATE
Yohei Shiratori SUPPORT Kenneth Degg
Jason Anderson Redlands, CA
Brodie Glanzer Chester, MT Shira Michael NAAA
Wilbur-Ellis Company Robert Eric Van Horne Aero-Spray Inc. Hillsboro, IL
Filer, ID Matthew Arnold Patchett Flying Service Yuma, CO
Greenville, MS Jerry Green
Marion, IL Elizabeth Morgenroth GarrCo Products Inc.
Jason Reeves
Hutcherson Flying Inc. Rainer Brito ALLIED INDUSTRY Morgenroth Aviation LLC Landenberg, PA
Forrest City, AR Miami, FL Victoria, TX
Brad Vieux Kevin Hathaway
PILOT David Chambers Global Parts Aero Conni Owen Kill Devil Hills, NC
Holly Pond, AL Augusta, KS Desert Air Ag
Sarah Clark Austin Kiehl
Dixie Dusters Inc. Dubois, ID
Jeremy Chambers Doug & Mary Priestley Winnett, MT
Sidon, MS Wynn, AR Little Tee’s Graphics/ Mary Lambrecht
We Bling It Lambrecht Aviation Garrett Lassiter
Daniel Funk Kyler Cryder Atco, NJ Pro Ag services
St. Petersburg, FL Holdrege, NE
Minooka, IL Newport, AR
Michael Cole INTERNATIONAL
Francisco Leon Daniel Divine Bridgeview Bank James Lutts
G & G Air Kingman, IN
Stephane Durandiere
Bridgeview, IL Ivoire Traitement Carthage, MS
Jupiter, FL
Landan Long James Peed Abidjan, Ivory Coast Phil Needler
Willis Maxon Louisville, AL Hope Aviation Insurance GarrCo Products Inc.
Tri-Rotor Crop Services Wayne van der Laan
Columbia, SC Helicopter Management Ltd. Williamston, MI
Ulysses, KS Benjamin McNary
Frontier Ag Inc. Stuart Rudolph Te Awamutu, New Zealand Megh Singh
Matthew Regier Oakley, KS SmartC2 Inc. GarrCo Products Inc.
Regier Flying Service LLC Grand Forks, ND Lake Alfred, FL
Fairview, OK

National Agricultural Aviation Association | May/June 2015   61

 We get it.
You’re used to flying solo. But everyone
knows you can’t do it alone.

And neither can NAAA.

Membership matters.
Join NAAA in its efforts to preserve and protect
agricultural aviation and your way of life. Call (202) 546-5722
or visit www.agaviation.org to join the cause.
 Index of Advertisers

AIRFRAME
Ag-Tips.................................................................................. 63
Air Tractor, Inc.........................................................Back Cover
Thrush Aircraft, Inc................................................................ 31
PROPULSION
Covington Aircraft Engines, Inc................... Inside Back Cover
Tennessee Aircraft Co., Inc..................................................... 49
Turbine Conversions, LTD..................................................... 47
Universal Turbine Parts, Inc.................................................... 26

APPLICATION TECHNOLOGY
AgJunction, Inc....................................................................... 29
AG-NAV Inc.......................................................................... 55
Agrinautics, Inc....................................................................... 43
Auto Cal Flow........................................................................ 56
CP Products Company, Inc.................................................... 38
SUPPORT
AgriSmart Information Systems, LLC. ................................... 9
Eagle Vistas............................................................................ 46
Flying Tiger Aviation............................................................. 27
Professional Fiberglass Repair................................................ 57
Scale-Tec Ltd......................................................................... 28

CHEMICALS World Fuel Services Corporation........................................... 33

BASF Corporation....................................... Inside Front Cover

AG-TIPS
FMC Corporation.................................................................. 35
Kugler Company.................................................................... 41
Wilbur-Ellis Company........................................................... 20
ADVANTAGE
Winglet Technology for Ag–Aircraft
DEALER PARTS
New! No wing life penalties
BBA Aviation – Dallas Airmotive............................................ 1 for Air Tractor.
Desser Tire and Rubber Co.................................................... 47
Farm Air, Inc.......................................................................... 28 • WIDER SWATH
Frost Flying Inc........................................................................ 2 • IMPROVED SPRAY
Preferred Airparts, LLC......................................................... 25 PATTERN
S & T Aircraft Accessories Inc............................................... 49 • INCREASED
Sky-Tractor Supply Company, LLC....................................... 58
AIRCRAFT
PERFORMANCE
Southeastern Aircraft Sales & Service.................................... 39
Tulsa Aircraft Engines, Inc..................................................... 46
Valley Air Crafts....................................................................... 2

INSURANCE
Davidson Solid Rock Insurance............................................. 43 Rick Marburger • 701-572-3514
STC’d for Thrush, Air Tractor and Cessna
Hardy Aviation Insurance...................................................... 26
Email: rckmrbrgr@gmail.com
Kimmel Aviation Insurance Agency, Inc................................ 18

National Agricultural Aviation Association | May/June 2015   63

NAAA Launches Agricultural
Aviation Magazine App
Install the new app on your mobile device and
experience 24/7 access to Agricultural Aviation
Agricultural
Aviation is
now available
digitally! NAAA
is pleased to
announce the
launch of the
Agricultural
This icon will appear Aviation
on your smartphone or Magazine App.
tablet when you install Readers will
the Agricultural Aviation
Magazine App. continue to
receive a copy
of the magazine in the mail, but with the
app you’ll be able to read and search for
current or past articles whenever and
wherever you want, right on your mobile
device. You won’t just be getting a replica
of the print edition either. The digital-
friendly format of NAAA’s magazine app
delivers a superior reading experience by
adapting to the screen size and orientation
of your device.
The app is compatible with all Apple,
Google and Amazon mobile devices
and can be downloaded from their
respective app stores by searching
“Agricultural Aviation Magazine.” In
addition to the native app, a “web app”
is available at www.agaviationmagazine.
org/agriculturalaviation. Both the native
and web apps are free, but the native
app delivers a better mobile viewing and
reading experience. Another difference is
that you will be able to download issues to
64   National Agricultural Aviation Association | May/June 2015
the native app and read them offline once
they are stored on your mobile device.
“We are very excited about the new
Agricultural Aviation Magazine App. I
strongly encourage members to download
the app and to tell your customers and
crop consultants about it,” said NAAA
Executive Director Andrew Moore. “The new
native and web-based apps make sharing
articles easier than ever. Whether you want
to inform a friend or educate a customer
about an aerial application-related topic,
now you can by posting an article on social
media or emailing it directly to a colleague.”
In the web-based version of the digital
magazine, the left-hand navigation bar
allows you to move quickly to any article suggested methods for performing aerial
or page in the issue. In the Agricultural application activities, and the NAAA Media
Aviation Magazine native app, which you Relations Kit contains talking points and
will open by clicking on the Ag Aviation background information on a range of aerial
icon installed on your smartphone or tablet, application topics. Instead of searching
touch the upper right corner of the screen for the print copy you placed on a shelf or
to scroll through the headlines and jump in a desk drawer, now you’ll be able to fit
from article to article. the Professional Operating Guidelines and
Media Relations Kit in the palm of your
Need to search for a past article? You can hands and carry it with you at all times.
do that too. We archived six back issues
of the magazine from 2014 and 2015 to NAAA realizes that its operator and pilot
start with, and the issue archives will grow members are on the go constantly. With the
from there. In addition, the app library debut of our new magazine app, we hope
includes digital versions of the NAAA you’ll bring Agricultural Aviation along for
Professional Operating Guidelines and the the ride. Download the Agricultural Aviation
NAAA Media Relations Kit. The Professional Magazine App today to start experiencing
Operating Guidelines is loaded with the magazine in a whole new way. ■
 That’s how we roll.
You’ve got a job to get done. Then on to the next job, and the next.
Our job is building the airplane that does your jobs reliably, efficiently.
A workhorse that delivers the goods day after day. An airplane that
builds your business and keeps you—and your customers—satisfied.

AIR TR AC TOR G LOBAL DE ALE R NET WORK

ABIDE AG-AERO CORP. (Parts Only) FROST FLYING, INC. (U.S. + Central & South America)
p: (662) 378-2282 p: (870) 295-6213 e: jrfrost47@hotmail.com

AGSUR AVIONES, S.A. (Central & South America) LANE AVIATION (U.S. + Mexico, Central & South America)
p: +54 (247) 743-2090 e: amoreno@waycomnet.com.ar p: (281) 342-5451 / (888) 995-5263 e: glane@laneav.com

AG AVIATION AFRICA (Southern Africa) NEAL AIRCRAFT, INC.

p: +27-824-515-388 e: lourens@agaviationafrica.com p: (806) 828-5892 e: larry@nealaircraft.com

AIR TRACTOR EUROPE (Europe & North Africa) QUEEN BEE AIR SPECIALTIES (U.S. + Canada)
p: +34-96-265-41-00 e: v.huerta@avialsa.com (208) 745-7654 / (800) 736-7654 e: chipkemper@aol.com

CONAIR GROUP INC. (802F in Canada) SOUTHEASTERN AIRCRAFT

p: (604) 855-1171 e: rpedersen@conair.ca p: (772) 461-8924 / (800) 441-2964 e: mail@southeasternaircraft.com

FARM AIR, INC. VALLEY AIR CRAFTS

p: (877) 715-8476 e: farmair@mymctc.net p: (559) 686-7401 e: sales@thevalleyaircrafts.com

FIELD AIR (SALES) PTY. LTD. (Australasia)

p: +61-353-394-222 e: sales@fieldair.com.au

A I R T R A C T O R , I N C . • O L N E Y, T E X A S 7 6 3 74 • 9 4 0 . 5 6 4 . 5 6 16 • A I R T R A C T O R . C O M