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Air Tractor
Добавлен 8 апр 2011
At its Olney Texas, United States manufacturing facilities, Air Tractor produces a line of aircraft that includes 400, 500, 600 and 800-gallon capacity airplanes powered by Pratt & Whitney Canada PT6 turboprop engines. The airplanes are used for agricultural aerial application, firefighting, narcotic crop eradication, fuel hauling, fighting locust plagues, and cleaning oil spills in coastal waters. From North, South and Central America, to Australia, Indonesia and China to Spain, Italy, Croatia and Africa, Air Tractor aircraft can be found working in more than 30 countries around the world and are supported by a global network of Air Tractor dealers. Learn more at airtractor.com.
GROW. - Air Tractor
Meet Scott Heinen.
Scott Heinen and his brother, Glenn of Heinen Brothers Agra Services, were two farm kids from Kansas who combined their passion for agriculture and flying to build one of the most extensive full-service operations in the country. Their fleet of Air Tractor aircraft provides the peace of mind gained from having the world’s leading ag plane manufacturer working for them.
Scott Heinen and his brother, Glenn of Heinen Brothers Agra Services, were two farm kids from Kansas who combined their passion for agriculture and flying to build one of the most extensive full-service operations in the country. Their fleet of Air Tractor aircraft provides the peace of mind gained from having the world’s leading ag plane manufacturer working for them.
Просмотров: 1 000
Видео
THRIVE. - Air Tractor
Просмотров 2,7 тыс.2 месяца назад
Meet Chuck Holzwarth. Chuck Holzwarth of Holzwarth’s Flying Service has served growers in Illinois and eastern Iowa since the mid-90s. The company has grown to include 13 full-time staff, including six full-time pilots, two A&P mechanics who service the company’s six fixed-wing airplanes, and one helicopter used for seed pollination. The company swells to 30 seasonal staff and up to 19 airplane...
FLY. - Air Tractor
Просмотров 2,8 тыс.2 месяца назад
Meet Patrick Mertens. For Patrick Mertens, flying isn’t just a job; it’s a way of life-and always has been. As the second generation of Mertens running Aero Applicators in Colorado, he is building on his father’s legacy while future-proofing the operation. To Patrick, flying an Air Tractor aircraft is about choosing the best tool for the job, maximizing earning ability, and ensuring every minut...
FLY. THRIVE. GROW. - Air Tractor
Просмотров 1,2 тыс.2 месяца назад
This business is about thriving - making a living, creating jobs, supporting farmers, and feeding the country. It’s about growing your business, making a lasting impact, building a legacy. To make it happen, every decision and every action is deliberate, calculated, and purposeful. So, flying an Air Tractor isn’t just a preference; it’s a statement. It’s about choosing the best tool for the job...
Ag Airwaves Podcast - Ep. 5: "Farm Babe" Michelle Miller, Agriculture Advocate and Public Speaker
Просмотров 2538 месяцев назад
Writer, speaker, columnist, and online influencer “Farm Babe” Michelle Miller has spent the past nine years educating consumers about how food is actually produced. She shares her stories of myth-busting misinformation about modern farming and aerial application, and replacing it with positive messages about our industry.
Ag Airwaves Podcast - Ep. 4: Operator Mike Rivenbark and pilot Hugh Cundiff
Просмотров 20410 месяцев назад
Seasoned operator Mike Rivenbark and rookie ag pilot Hugh Cundiff join the program to tell their new ag pilot mentorship story. They give advice to any prospective pilots and ground crew entering into the ag aviation industry.
Ag Airwaves Podcast - Ep. 3: Lindsay Barber, Director of Comms and Marketing at NAAA
Просмотров 7311 месяцев назад
Ag Airwaves Podcast - Ep. 3: Lindsay Barber, Director of Comms and Marketing at NAAA
Ag Airwaves Podcast - Ep. 2: Andrew Moore, Exec. Director of NAAA
Просмотров 150Год назад
Ag Airwaves Podcast - Ep. 2: Andrew Moore, Exec. Director of NAAA
Ag Airwaves Podcast - Ep. 1: Jim Hirsch, President of Air Tractor
Просмотров 205Год назад
Ag Airwaves Podcast - Ep. 1: Jim Hirsch, President of Air Tractor
TURN SMART - RESPECT THE SAFETY MARGIN
Просмотров 163 тыс.Год назад
TURN SMART - RESPECT THE SAFETY MARGIN
Gen III Fire Response Dispersal System | What's Happening at Air Tractor
Просмотров 4,5 тыс.2 года назад
Gen III Fire Response Dispersal System | What's Happening at Air Tractor
S-2A First Flight After Restoration | What's Happening at Air Tractor
Просмотров 4,2 тыс.2 года назад
S-2A First Flight After Restoration | What's Happening at Air Tractor
Air Tractor Restores 25th Leland Snow Aircraft | What's Happening at Air Tractor
Просмотров 2,7 тыс.2 года назад
Air Tractor Restores 25th Leland Snow Aircraft | What's Happening at Air Tractor
Operational Excellence (Op-X) | What's Happening at Air Tractor
Просмотров 1,4 тыс.2 года назад
Operational Excellence (Op-X) | What's Happening at Air Tractor
New DOI/USFS Helmet Standard | What's Happening at Air Tractor
Просмотров 2,7 тыс.2 года назад
New DOI/USFS Helmet Standard | What's Happening at Air Tractor
AT-502B Assembly | What's Happening at Air Tractor
Просмотров 8 тыс.3 года назад
AT-502B Assembly | What's Happening at Air Tractor
Maintaining Proper Wheel Alignment On Your Aircraft
Просмотров 11 тыс.5 лет назад
Maintaining Proper Wheel Alignment On Your Aircraft
Fly Like You Mean It - Purpose, Built
Просмотров 10 тыс.5 лет назад
Fly Like You Mean It - Purpose, Built
The History of Air Tractor - A Spirit of Innovation
Просмотров 25 тыс.5 лет назад
The History of Air Tractor - A Spirit of Innovation
Balancing Your Propeller for Dynamic Performance
Просмотров 27 тыс.5 лет назад
Balancing Your Propeller for Dynamic Performance
How to Properly Bleed the Brakes on Your Aircraft
Просмотров 15 тыс.5 лет назад
How to Properly Bleed the Brakes on Your Aircraft
Fly Like You Mean It - Smooth Operator
Просмотров 10 тыс.5 лет назад
Fly Like You Mean It - Smooth Operator
Fly Like You Mean It - Can Do-ing It
Просмотров 10 тыс.5 лет назад
Fly Like You Mean It - Can Do-ing It
why bo pushers ??
Luck reinforces bad habits
"Lets go mess some turns up" famous last words
Now I just have an idea of seed clusters bombs, you drop them from a decently high altitude, and they would deploy tons and tons of seeds everywhere
Ever heard of REDUNDENCY?
Love it
so this is where all the clouds come from huh?😉
No, those planes just spread fertilizer, but much faster
Considering Ag flying , is low level and very unforgiving. Why not introduce Fly by Wire, where the computer then tames the riskier parts of flight controls. eg , reduce the risk of uncoordinated input and other risky parts(full load g limits) of the flight regime
converted 3 AT 802s from gen 1 to GEN 3 system is so easy to use . South Africa
nice
Teardrop Turns are safer. Unless at least 2,000 feet away from the place to end the Turnback. Beter Teardrop, not Hook or ? Turnback.
That's one awful sound track!
My !995 Bush Pilots CFi taught me turnbacks 2 kinds. Teardrop and the most dangerous Hook Turn or Question Mark turn. If power we did only the Teardrop Turnback only. The Hook Turnback was done at 45 bank only and over the Vglide speed and if 2k feet away from were we wanted to finish it- otherwuse it will be too tight and dangerous as F. We used turnback training for GRM Turnbacks, Box Canyon Turnbacks and EFATO Turnbacks with partial or no power emergencies. Too tight Hook Turnbacks are too dangerous, if power is better to do the Teardrop Turnback.
rock on🤘guys safe flying
This is good info for us guys flying the smaller stuff too. Thanks!
'As the hopper empties, the CG moves aft, and the elevator effectiveness is reduced'. (Video at approx 41:03) Is this the case? I thought that an aft CG increases pitch sensitivity? Can anyone help me with this?
The egg pilot? Ehm, why Latin? What was agriculture again? Wasn't it farming? What the inferno is the difference?
"The belly is an ungrateful wretch, it never remembers past favors, it always wants more tomorrow." - Aleksandr Solzhenitsyn Think of it as job security. Feeding the World, and please don't stop.
Doing my primary training I specifically sought out a flight school that would allow me to do spins during my primary training. I still remember seeing the intersection of I-95 and I-40 rotating in my windshield. Great fun and I learned a lot doing this. My instructor kept telling me to ask myself what would I do that would make me bust my a$$ every time I strap a plane on. Works for everything.
This is a far simpler issue than anyone want's to believe. *The wing stalls at its critical angle of attack.* At the critical angle of attack, airflow separates from the upper surface of the wing. This reduces lift substantially as the critical angle is exceeded. Any additional angle of attack will result is exponentially less lift and more drag beyond the critical angle. The critical angle of attack is ~ 15 degrees for most common airfoils. (Although Reynolds number, camber, and leading edge shape play a role in the exact angle of attack which the airflow will separate). It will usually happen around 15 degrees for normal airfoils found on most GA aircraft. (Sources: NACA and Eppler). The wing is mounted to the fuselage at a fixed angle of incidence. So is the Horizontal stabilizer. They are both fixed to the fuselage in relation to each other, having the same or small difference in their respective incidence angles. The elevator sets the wings angle of attack while airborne. The wings angle of attack cannot pitch up significantly without up-elevator deflection. (Although vertical gusts can momentarily increase the angle of attack). *UNLESS the aircraft is loaded with a center of gravity at or behind the Neutral point. In which case the aft mass centroid will overpower the horizontal stabilizers lift, depressing the tail, and causing a divergent pitch-up. (This is know as relaxed static stability and is a stability feature of the F-16 and Wright 1903 flyer). So now we have established that a stall requires trimming the wing to +15 degrees AoA. And this can only happen with up-elevator input applied from cruise or any normal level flight or climbing/descending or turning maneuver. *Except when going straight up. Where the aircraft can be brought to a stop and backed downward in a tail slide without deflecting the elevator substantially. (Which again takes elevator to pitch to that angle in the first place). So to reiterate, in order to stall the wing; The wing must pitch to its critical angle of attack. In order to reach that angle or attack, barring extreme vertical maneuvers, the elevator must be deflected to trim the wing to that angle. If you slow the aircraft down to its stall speed in level, horizontal flight. This is also the critical angle of attack. Notice the nose high attitude? Why is it holding this higher nose attitude in slow flight? Notice your stick position. You are easing back on the controls to transition into and maintain slow flight. If you ease the stick forward you will descend and pick up speed. To fly slow, it requires up-elevator, which requires aft-stick. You say "no I'm not! Look, hands free!" ~ Yes, but that's because you trimmed out your stick forces. Allowing the elevator to deflect upward due to the trim tab being deflection downward by the trim controls. This upward elevator deflection trims the aircraft to the slow speed, which is near stall; near its critical angle of attack. An airfoil generates lift due to meeting the airflow at an angle of attack. There is a close relationship to angle of attack, and lift coefficient. The lift-curve slope of any given airfoil is simply CL/a. That is increment of Lift coefficient over angle. It is nearly a straight line extending up to stall. If you want more lift at a given speed, you need more angle of attack. If you want to fly upside down, you need negative angle of attack. It cannot be done any other way. The theoretical CL/a is 2pi Radians, (1 Rad is 57.3 degrees) and stalling angle of attack of conventional airfoils is 15degrees. (0.2618 radians). This results in an approximate Lift coefficient of 1.645. (Right in the range of most conventional airfoils). The NACA 23012 as found on many notable aircraft, has a well tested and verified CLmax of 1.64. Lift coefficient is increased by increasing the angle of attack. And lift is simply lift coefficient multiplied by free-stream dynamic pressure (q), multiplied by wing area.(At 60mph, is 88ft/sec. Where q= 9.2033 m) An aircraft having a wing loading of 15lb/ft^2 will begin to fly at this speed at an angle of attack of 14.83 degrees: Nearly stalled. (Probably stalled with any disturbances). An aircraft on the ground in landing attitude is not typically stalled. Even though pilots call it a "full stall landing" this is not entire true. Most taildragger/conventional gear aircraft sit at a 10-11 degree deck angle. With another 2-3 degrees of wing incidence. This equates to less than 15 degrees. Therefore it meets the oncoming air below its critical angle of attack while taxiing, three-point landing, or beginning the takeoff roll. The airflow is still attached ~ It's simply not flying yet, because dynamic pressure is too low to generate sufficient lift to carry the weight of the aircraft at this low speed. But the wing is not stalled! This is knowable and provable by the fact you can hold the tail low to generate lift, allowing the airplane to get light on the wheels at a much lower speed than is required for liftoff. This technique is used for soft field takeoffs. So, therefore the wing is not stalled as it still generates lift due to angle of attack and "q" while moving slowly on the ground. It has not exceeded its critical angle of attack. And it cannot, because the landing gear geometry where the tailwheel keeps the wings attitude below the critical angle of attack. Only once airborne, with sufficient back-stick, or up-elevator trim, and maybe prop-wash contributing to tail effectiveness, can you stall the airplane. By rotating to an angle of attack slightly higher than the ground angle of attack after liftoff, then the wing will stall. This fundamental principal applies everywhere and at all times. The elevator stalls the wing because the elevator is what trims the wing to it's angle of attack. And the elevator is connected to the stick, which must be displaced aft to deflect the elevator. Therefore, by not pulling aft, you can prevent the wing from stalling. The extreme opposite case is stalls can happen at any airspeed and attitude. Including while diving straight down at Vne. A stall can be induced with an aft-deflection of the stick. This is how you initiate a snap roll. Pull, stall, rudder, snap. At an airspeed well above stall. This is evident at any airshow or aerobatic contest. Where snap-rolls and tumbles are entered at speed above the stall speed. Often at Va (maximum maneuvering) speed.
Excelente Instructivo para principiantes y veteranos. Sería interesante poder escuchar este video en Español, dado qué hay una cantidad de demanda de estas maravillosas aeronaves en Latinoamérica. Gracias Air Tractor.
Accelerated stalls
Good video except for the DAMN ads every 3min. 3 ads just during the Col.part. REALLY....
Good stuff guys! Fun to listen to while we are flying!
First world problems I guess
Great information for GA pilots and in particular the issue of the so called Impossible Turn, the 180 degree turn back to a departure runway when you experience an engine failure. This turn invariably becomes a steep turn which leads usually to a stall/spin . If you ever practiced these manouvers like we do in Canada , believe me you would be wary of doing it in an emergency.
Amazing material and explanations, thanks very much!
Very insightful, thank you
I thought Airtractors were not suitable for dropping the whole payload at once, since some of them have already fallen apart doing so. Maybe this version of the AT is reinforced and designed for this application
People are so ignorant about ag planes
Wings level sir
The elevator definitely becomes more sensitive The farther back the CG is and less sensitive the further forward it is.
great vid! thanks
These 802f’s cost over 2 million new in 2023. That’s crazy.
Used here in Tenterfield - NSW Terra Australis - over the last 2 weeks we put through 60,000 litres per day to control fires here. Fortunately the rain came at the right time. Admirable performance!
Ask him if he knows John Dowd jr. from Manhattan Kansas. From my hometown in New York
"Trust me" favorite crutch word.
Franco Turbo.
✨ *promosm*
Wonderful video! Very succinct and well explained.
Dont worry about the over spray..
Sounds like a phrase that was overcomplicated when “bad habit” wouldve sufficed. Things the government does 😅
Love the consistent episodes. Great episode for a rookie like myself as well
Another great podcast!
Yep, this is applicable to more things like driving, riding...
I think this is more than just an aeronautical problem
from dropping water on fires to dropping fires
As a mechanical engineer from 'down under'(Australia) it's always excellent ot see dedication, skill and experience on show in the 'good ole ... ' that gets such flack at times. I can see why you've been chief pilot for so long - as they say, there are no bold pilots that endure to become old pilots. Nice combination of technical smarts and practical experience.
Flight reviews indicate an increasing habit of RUDDER initiated turns instead of AILERONS, and then when the bank is too steep, AILERONS are being used to lift the wing, and inducing a STALL/SPIN. CURE: Large BALL/SLIP indicator at top center of panel & continuous education. Cheers 60yr CFI R bud Fuchs