Crop Spraying
Join Date: Mar 2002
Location: Kings Caple, Ross-on-Wye.orPiccots End. Hertfordshire
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Ag work with Spoonair Ag Services
G'day Lloyd,
How super to hear from one of the old 1978 Spoonair Ag team. Really wonderful thing this Pprune site. I posted a while back on the wild 'apres-spray' evening at the Sutton Bridge hotel. Where you there? You'd surely recall the ex-Windmill lady doing her t..' thing on the dining table!
I've not yet heard from Dave Cook but was privately told that New Zealander Derek Alexander was lost on a spraying job. He was a tall 5000 hour man and a top ag man. God bless and RIP Derek.
Thanks too for the post Lloyd ... do you have any pics of the mid 1970s spraying ops at Shoreham. You will of course know of (something) Manning who managed the operation so very well. And of course the Chief Ag pilot ... again something (Bryan ?) Izzard. A real life Bishop and a wonderful guy who quietly talked so much sense but never let his religeous beliefs invade others privacy.
I have a video of my Nitram spreading on Brian Harris' 1000 acres after his tractor had churned up football sized chunks of mud one wet spring just north of Shoreham Airport. 'Twas following the hot summer of 1976 when every square yard of cereal must have been invaded by the Aphids. The lady-birds certainly had a good year and the resultant plague of insects was to be seen lying an inch deep in the gutters in their thousands on the streets of nearby Brighton.
Enjoy the retirement as I'm half doing!
Dennis Kenyon.
How super to hear from one of the old 1978 Spoonair Ag team. Really wonderful thing this Pprune site. I posted a while back on the wild 'apres-spray' evening at the Sutton Bridge hotel. Where you there? You'd surely recall the ex-Windmill lady doing her t..' thing on the dining table!
I've not yet heard from Dave Cook but was privately told that New Zealander Derek Alexander was lost on a spraying job. He was a tall 5000 hour man and a top ag man. God bless and RIP Derek.
Thanks too for the post Lloyd ... do you have any pics of the mid 1970s spraying ops at Shoreham. You will of course know of (something) Manning who managed the operation so very well. And of course the Chief Ag pilot ... again something (Bryan ?) Izzard. A real life Bishop and a wonderful guy who quietly talked so much sense but never let his religeous beliefs invade others privacy.
I have a video of my Nitram spreading on Brian Harris' 1000 acres after his tractor had churned up football sized chunks of mud one wet spring just north of Shoreham Airport. 'Twas following the hot summer of 1976 when every square yard of cereal must have been invaded by the Aphids. The lady-birds certainly had a good year and the resultant plague of insects was to be seen lying an inch deep in the gutters in their thousands on the streets of nearby Brighton.
Enjoy the retirement as I'm half doing!
Dennis Kenyon.
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Crop Dusting?
I am interested in getting into the aerial application business. I currently have a commercial license and working towards my cfi. Is there any way someone like me with low hrs could get his foot in the door, such as working ground crew? Any input is appreciated.
Get at least a Class B CDL with HazMat, tanker and air endorsements. Next go get a seasonal job as a driver/loader. Find out if aerial application is really what you want to do. The pilot jobs are few and turnover is not great. Might as well start getting your state licenses too. It's hard work with horrible hours. Enjoy! This same advice would apply to most any utility job.
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Introduction
Hello, just wanted to introduce myself. Name is Matt and I've been flying for going on 2 years now. I have my FW PPL and I got my commercial rotorcraft ticket last May. I've been addicted to turbine exhaust since I was a baby and grew up wanting to do nothing else. So here I am finally. Did all of my training in a 300c in a few different places.
Currently 320ish hours TT and 180ish turbine.
First job out of school was doing Ag work.
Still wanting to get my instrument rating and CFI in the next few years while I get some time built up to compete for a full time gig. Loving it so far, and I learned a lot this past summer.
I'm here to learn from those that know way more than I do. If anybody has an experience with flying Ag I'd really like to pick your brain. Thanks!
-Matt
Currently 320ish hours TT and 180ish turbine.
First job out of school was doing Ag work.
Still wanting to get my instrument rating and CFI in the next few years while I get some time built up to compete for a full time gig. Loving it so far, and I learned a lot this past summer.
I'm here to learn from those that know way more than I do. If anybody has an experience with flying Ag I'd really like to pick your brain. Thanks!
-Matt
.
Dear Matt
Welcome to Rotorheads and congratulations on landing your first commercial flying role.
Like you, my first flying job was spraying. In my case this was on a three year contract with the Rome-based FAO organisation of the UN. My assignment was spraying locust and quelea bird in East Africa - this was back in the mid 80's.
For locust control the helicopter (a Bell 206) was used as a scout to identify locust colonies in the savannah before they would reach areas of cultivation (a decent swarm can deplete upwards of 100 tonnes of crop per hour) and involved 'trawling' the plains at about 40-50 kts using the downdraft to 'disturb' the locust. Given the size of some of the plains in East Africa you could spend anywhere between one and three weeks trawling a single plain!
When eventually a colony was found we were supported by three DeHavilland Beavers of the Desert Locust Control Organisation of Kenya and by two Cessna 185's of Tanzania's 'Kilimo Anga' (agricultiral air) who would come in and douse the swarm. The 206 would also assist (we had a Simplex system with booms) and concentrated on those swarms closer to populated areas.
Quelea bird control was a slightly different story and the booms were swapped-out for Micronair sprayers which dispersed the lethal Fenitrothion mix. Spraying ops were conducted at tree-top level, at about 80-90 kts .. at night.
There are too many stories to relate here and now. Mercifully, during the three year contract the only incident was a shattered windshield which occurred after striking too many birds - hitting the birds was of course normal for this op and the 206 was fitted with snow baffles to protect the air intake from clogging up but, too many and it became a risk. Quelea birds are however quite small.
* * *
Words of advice? I never participated in crop spraying but I believe from the work I performed there may be one or two similarities and what I have to offer might apply across most types of flying activity.
Firstly, personal attitude. Some say it doesn't matter, I believe it does. 'Hot heads', the arrogant and fool-hardy are always more prone to accidents than those who approach their work with measured responses. Remaining calm, sensible and ultimately professional is, for me, crucial to successful flying.
Ag work, in my view, represnts a great opportunity to 'know' your aircraft. There's plenty of maneuvering involved which enables you to understand how the craft responds in a variety of scenarios and this, over time, will build your experience and grow your confidence.
Complacency is always a killer. It could be towards the end of the day and you are off to dust another strip and its the same old routine but .. every sortie, no matter how mundane or repititive must be embraced with an alert and conscious commitment to executing the task with absolute dedication to professionalism.
Last but by no means least, low-level ops means keeping your eyes constantly peeled (especially for the known obstructions). The mind has a tendency to 'relax' once a threat has been observed and which is why one needs to remain the more vigilant when it comes to familiar obstacles.
Being familiar with how to perform an auto from a low-level run or from a pedal turn are also techniques you need to be conversant with.
Keep your head down (metaphorically that is), be humble (in attitude) as well as confident in your commitent towards upholding professional standards in everything you do and you should be off to a good start.
Wishing you all the best.
S.
Dear Matt
Welcome to Rotorheads and congratulations on landing your first commercial flying role.
Like you, my first flying job was spraying. In my case this was on a three year contract with the Rome-based FAO organisation of the UN. My assignment was spraying locust and quelea bird in East Africa - this was back in the mid 80's.
For locust control the helicopter (a Bell 206) was used as a scout to identify locust colonies in the savannah before they would reach areas of cultivation (a decent swarm can deplete upwards of 100 tonnes of crop per hour) and involved 'trawling' the plains at about 40-50 kts using the downdraft to 'disturb' the locust. Given the size of some of the plains in East Africa you could spend anywhere between one and three weeks trawling a single plain!
When eventually a colony was found we were supported by three DeHavilland Beavers of the Desert Locust Control Organisation of Kenya and by two Cessna 185's of Tanzania's 'Kilimo Anga' (agricultiral air) who would come in and douse the swarm. The 206 would also assist (we had a Simplex system with booms) and concentrated on those swarms closer to populated areas.
Quelea bird control was a slightly different story and the booms were swapped-out for Micronair sprayers which dispersed the lethal Fenitrothion mix. Spraying ops were conducted at tree-top level, at about 80-90 kts .. at night.
There are too many stories to relate here and now. Mercifully, during the three year contract the only incident was a shattered windshield which occurred after striking too many birds - hitting the birds was of course normal for this op and the 206 was fitted with snow baffles to protect the air intake from clogging up but, too many and it became a risk. Quelea birds are however quite small.
* * *
Words of advice? I never participated in crop spraying but I believe from the work I performed there may be one or two similarities and what I have to offer might apply across most types of flying activity.
Firstly, personal attitude. Some say it doesn't matter, I believe it does. 'Hot heads', the arrogant and fool-hardy are always more prone to accidents than those who approach their work with measured responses. Remaining calm, sensible and ultimately professional is, for me, crucial to successful flying.
Ag work, in my view, represnts a great opportunity to 'know' your aircraft. There's plenty of maneuvering involved which enables you to understand how the craft responds in a variety of scenarios and this, over time, will build your experience and grow your confidence.
Complacency is always a killer. It could be towards the end of the day and you are off to dust another strip and its the same old routine but .. every sortie, no matter how mundane or repititive must be embraced with an alert and conscious commitment to executing the task with absolute dedication to professionalism.
Last but by no means least, low-level ops means keeping your eyes constantly peeled (especially for the known obstructions). The mind has a tendency to 'relax' once a threat has been observed and which is why one needs to remain the more vigilant when it comes to familiar obstacles.
Being familiar with how to perform an auto from a low-level run or from a pedal turn are also techniques you need to be conversant with.
Keep your head down (metaphorically that is), be humble (in attitude) as well as confident in your commitent towards upholding professional standards in everything you do and you should be off to a good start.
Wishing you all the best.
S.
Matt,
Hopefully by now you have made enough money to buy a helmet and also at least a couple of nomex flying suits!
Hopefully by now you have made enough money to buy a helmet and also at least a couple of nomex flying suits!
.
Good point RVDT.
No only were we equipped as such (including fire-proof gloves) but we also had masks (similar to a painter's mask but which were fitted with a microphone). This was used when we were spraying at night as it was impossible to avoid entering one's previous swath. Plus .. face-contact goggles which had to be in place prior to donning one's helmet.
The incentive to keep applying this garb was to look at the Beaver pilots - most of whom suffered from respiratory ailments of some description or another as a result of having applied Fenitrothion for years without any protection.
S.
Good point RVDT.
No only were we equipped as such (including fire-proof gloves) but we also had masks (similar to a painter's mask but which were fitted with a microphone). This was used when we were spraying at night as it was impossible to avoid entering one's previous swath. Plus .. face-contact goggles which had to be in place prior to donning one's helmet.
The incentive to keep applying this garb was to look at the Beaver pilots - most of whom suffered from respiratory ailments of some description or another as a result of having applied Fenitrothion for years without any protection.
S.
I sprayed in a 47 in Saudi back in the early 80's, but back then NO helmets or nomex suits....
Just a pair of ear defenders with ear inserts underneath for ZZ Top from tape recorder
Complacency...... Got bored after 8 hours of mundane torque turns and aphid bashing and decided it would be more interesting to run the booms through the crop..... er wrong
Bent booms later hanging down off safety pins, I hobbled back to base low level with penis securely affixed to forehead
Stay sharp buddy,
GTF .
Just a pair of ear defenders with ear inserts underneath for ZZ Top from tape recorder
Complacency...... Got bored after 8 hours of mundane torque turns and aphid bashing and decided it would be more interesting to run the booms through the crop..... er wrong
Bent booms later hanging down off safety pins, I hobbled back to base low level with penis securely affixed to forehead
Stay sharp buddy,
GTF .
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Originally Posted by RVDT
Matt,
Hopefully by now you have made enough money to buy a helmet and also at least a couple of nomex flying suits!
Hopefully by now you have made enough money to buy a helmet and also at least a couple of nomex flying suits!
Unless you're flying through your swath all day (which usually means you're doing it wrong
) I don't see the need to protect yourself from chemical exposure that doesn't exist.Anybody have an experience or tips involving maneuvers in spraying row crops?
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Hi Matt,
I hope you are really giving us a wind up WRT your preferences to not wear protective clothing. Just in case you are not, may I offer some friendly advice from my experience of more hours and years than I care to remember or will admit to and training and managing more pilots that I can remember. And yes we do ag as well as all low level stuff on our AOC but mustering / shooting etc is 95% of my profile, if there is one away from a fridge.
In our industry and I am sure even in little ol' Nebraska, you will notice that an accident that results in serious burns and facial or head injuries because you were not wearing helmets etc, could result in no insurance for your self. That's nasty, apart from holes in the head resulting from lack of protection, apart from the one that you have, would be even nastier.
As far as experience goes I can tell you that Savoia and other posters here are uttering wise words. Pilots become used to manipulating their machines in, err, the routine stuff when doing routine work at around 300 hours. That is when Fixed wing pilots and routine work pilots like yourself enter their dangerous stage.
Rotary pilots who consistantly do a highly demanding manipulative sort of work, such as mustering, long lining or any of the other hundreds of jobs that we do with these damm things, become really smart arses at anywhere between 900 to 1200 hours. That is when I take them up and do violent T/R failures from in the hover at 1200 ft AGL., and other little nasties to really bring them down a peg or three if they need it.
Don't get me wrong, I do appreciate your candour, but of course you will not be at any stage to understand what I am talking about yet. I sincerely hope that your CP is reading your posts and will help you understand some of the good advise that you might glean from many who post on these pages.
You have a nice bit of gear there and every indication is that also would be a reflection of the maintenance of the aircraft. However, good maintenance aside being mechanical they are fallacious, be warned failure will occur when you least expect it.
Full protective clothing is a must to give you any sort of protection in case it bloody well brews up and your legs all of a sudden don't work and you can't get out even though one hand is still working and you can't undo the seat belt. I note that on your shirt I couldn't see any sleeves when I blew your photograph up a bit. I hope for your sake it is not of the plastic variety.
As far as chemical burn is concerned, for sure the stuff that our guys over here use nowadays, is a lot less harmful in most applications than it used to be, something to do with not spraying human food with carcinogens eh? That might be the least of your worries, but I am surprisied that your handlers are not wearing more protection, surely the state laws there would require it which they should see when you and they get their poison handling tickets.
WRT to full clobber and high quality saftey gear, there is a couple of good threads through these pages that you can use to study up on.
However, I sincerely wish to impress upon you to forget about your conceited attitude about how hot it is. That is absolute and utter drivel. How f'n hot do you think it is for your contry men in Iraq or back in the jungles of Vietnam? Just ask one of them if you are game, about your attitude and whether they would gallivant around in shorts and no socks. Be expected for a blast if not a good biff under the ear or a number ten on the backside, if they even care to pass the time with you.
I indeed work a lot closer to the equator than you and I wear full length clobber at all times, at least heavy cotton or wool and helmet.
You will go a long way toward gaining some semblence of respect here-abouts by posting a photograph of yourself and staff being suitably attired for impact, fire and poison protection.
What I am saying is chicken feed to what some the dudes here who have thousands of hours doing ag work may say to you.
Unless of course it is a wind up in which case I will unreservedly apologise. BTW where did your sight bar gear come from, out of the ark?
cheers tet
I hope you are really giving us a wind up WRT your preferences to not wear protective clothing. Just in case you are not, may I offer some friendly advice from my experience of more hours and years than I care to remember or will admit to and training and managing more pilots that I can remember. And yes we do ag as well as all low level stuff on our AOC but mustering / shooting etc is 95% of my profile, if there is one away from a fridge.
In our industry and I am sure even in little ol' Nebraska, you will notice that an accident that results in serious burns and facial or head injuries because you were not wearing helmets etc, could result in no insurance for your self. That's nasty, apart from holes in the head resulting from lack of protection, apart from the one that you have, would be even nastier.
As far as experience goes I can tell you that Savoia and other posters here are uttering wise words. Pilots become used to manipulating their machines in, err, the routine stuff when doing routine work at around 300 hours. That is when Fixed wing pilots and routine work pilots like yourself enter their dangerous stage.
Rotary pilots who consistantly do a highly demanding manipulative sort of work, such as mustering, long lining or any of the other hundreds of jobs that we do with these damm things, become really smart arses at anywhere between 900 to 1200 hours. That is when I take them up and do violent T/R failures from in the hover at 1200 ft AGL., and other little nasties to really bring them down a peg or three if they need it.
Don't get me wrong, I do appreciate your candour, but of course you will not be at any stage to understand what I am talking about yet. I sincerely hope that your CP is reading your posts and will help you understand some of the good advise that you might glean from many who post on these pages.
You have a nice bit of gear there and every indication is that also would be a reflection of the maintenance of the aircraft. However, good maintenance aside being mechanical they are fallacious, be warned failure will occur when you least expect it.
Full protective clothing is a must to give you any sort of protection in case it bloody well brews up and your legs all of a sudden don't work and you can't get out even though one hand is still working and you can't undo the seat belt. I note that on your shirt I couldn't see any sleeves when I blew your photograph up a bit. I hope for your sake it is not of the plastic variety.
As far as chemical burn is concerned, for sure the stuff that our guys over here use nowadays, is a lot less harmful in most applications than it used to be, something to do with not spraying human food with carcinogens eh? That might be the least of your worries, but I am surprisied that your handlers are not wearing more protection, surely the state laws there would require it which they should see when you and they get their poison handling tickets.
WRT to full clobber and high quality saftey gear, there is a couple of good threads through these pages that you can use to study up on.
However, I sincerely wish to impress upon you to forget about your conceited attitude about how hot it is. That is absolute and utter drivel. How f'n hot do you think it is for your contry men in Iraq or back in the jungles of Vietnam? Just ask one of them if you are game, about your attitude and whether they would gallivant around in shorts and no socks. Be expected for a blast if not a good biff under the ear or a number ten on the backside, if they even care to pass the time with you.
I indeed work a lot closer to the equator than you and I wear full length clobber at all times, at least heavy cotton or wool and helmet.
You will go a long way toward gaining some semblence of respect here-abouts by posting a photograph of yourself and staff being suitably attired for impact, fire and poison protection.
What I am saying is chicken feed to what some the dudes here who have thousands of hours doing ag work may say to you.
Unless of course it is a wind up in which case I will unreservedly apologise. BTW where did your sight bar gear come from, out of the ark?
cheers tet
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Originally Posted by topendtorque
In our industry and I am sure even in little ol' Nebraska, you will notice that an accident that results in serious burns and facial or head injuries because you were not wearing helmets etc, could result in no insurance for your self. That's nasty, apart from holes in the head resulting from lack of protection, apart from the one that you have, would be even nastier.
Originally Posted by topendtorque
As far as experience goes I can tell you that Savoia and other posters here are uttering wise words. Pilots become used to manipulating their machines in, err, the routine stuff when doing routine work at around 300 hours. That is when Fixed wing pilots and routine work pilots like yourself enter their dangerous stage.
Originally Posted by topendtorque
Rotary pilots who consistantly do a highly demanding manipulative sort of work, such as mustering, long lining or any of the other hundreds of jobs that we do with these damm things, become really smart arses at anywhere between 900 to 1200 hours. That is when I take them up and do violent T/R failures from in the hover at 1200 ft AGL., and other little nasties to really bring them down a peg or three if they need it.
Could you elaborate on the T/R failures and other tricks up you might have and the appropriate corrective actions? I'd love to learn!
Originally Posted by topendtorque
You have a nice bit of gear there and every indication is that also would be a reflection of the maintenance of the aircraft. However, good maintenance aside being mechanical they are fallacious, be warned failure will occur when you least expect it.
Originally Posted by topendtorque
However, I sincerely wish to impress upon you to forget about your conceited attitude about how hot it is.
Originally Posted by topendtorque
How f'n hot do you think it is for your contry men in Iraq or back in the jungles of Vietnam? Just ask one of them if you are game, about your attitude and whether they would gallivant around in shorts and no socks. Be expected for a blast if not a good biff under the ear or a number ten on the backside, if they even care to pass the time with you.
Originally Posted by topendtorque
You will go a long way toward gaining some semblence of respect here-abouts by posting a photograph of yourself and staff being suitably attired for impact, fire and poison protection.
Originally Posted by topendtorque
BTW where did your sight bar gear come from, out of the ark?
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Protective Gear
Once upon a time, there were three bears, Big... ah ****, wrong story. Anyhoo. A while ago, about 20 yrs, a bloke hit a wire in a Pawnee. In the ensuing melee, the right hand boom entered the cockpit and lodged in the pilots helmets. The helmet, which was 4 hours old, was destroyed. The pilot survived with minor cuts and bruising. Kinda says it all really.
ozaggie....
ozaggie....
experience of more hours and years than I care to remember or will admit to and training and managing more pilots that I can remember
Matt,
As you are in the USA a "green bag" CWU27 Flight suit can be had surplus starting at about 25 bucks upwards depending on the quality.
As you claim it is so "hot" just wear the bag at least. Buy a few and all I used to do was shower with the bag on wash / rinse it after you get out of it and hang it up to dry. Put a clean one on for the next day. Worked OK for me at temps around 115F and your OAT only sez 84F or 29C. Thats a balmy winters day where TET comes from!
Be careful that with time the Nomex can wash out. Try a cigarette lighter comparison between a green bag and your current gear.
Not trying to tell you how to suck eggs but..................
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Been doing ag flying now for many years now & after a few dents here & there I am fortunately still alive to enjoy this exciting job. Tip one always wear a Helmet, I'm personaly not a fan of nomex suits but I wear 100% cotton overalls or jeans and shirt, and don't get caught up on the feelling of done 100 turns done them all scenario, every day and every turn is different from the last one because wind & weight conditions are allways changing. Have a good wire avoidance routine and stick to it, only fly in the zone you have inspected and become a creature of habit.
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Hi matt,
how's it going, still alive? just a couple more tips.
firstly, don't bother about having an f'n answer for everything, save the explanations for you own learning and conduct.
secondly, I note you're operating in a bit of dust, got any dust filters on that rocket?
thirdly, keep your engine trend chart right up to date, you're environment may need it. why/ because even tho' you have top gear what you are doing is launching at max weight off a skid rest almost into a direct OGE situation prior to translation well above the most efficient rotor height. this may mean that as you go along you may? become complacent and just keep on pulling that little bit more power, hotter day - loader stuffs up and puts a bit too much in you tank -those sorts of things. It's always much easier to lift a good load from IGE. That engine performance may creep away from you before you notice it.
fourthly, make sure you have an escape plan if the donk quits just after you pull power and are lifting off. The considerations are 1) how to get away from the truck with your T/R - the loaders really won't appreciate bits of metal in their ear holes, 2) then figure out how to be able to stop forward motion before touchdown - the ground that you mostly will launch over is a fine tilth of plowed soil, usually wetted down to make the plants grow innit and thus not condusive to run on landings.
fifthly, not only is your OAT gauge a bit of a give away as to how cool your environment is, but those lilly white legs man, how much sun have they really seen? is this some sort of a windup? and please tell me how many pilots did you see getting about in Iraq flying in shorts, give it a break mate, pull the other leg it plays jingle bells. no, better still don't worry about the f'n stories we already know the answer to that.
Number six. if your loaders wear gloves and ear muffs they must of forgot 'em for the photo huh?
number seven, if others in the industry swan around in shorts, well I say to that why put your head in a gas oven just because some else does? be an individual and be responsible enough to set your own pace, and as Ag-rotor says, form some good habits, helps when you get old an' doddery and forgetful.
surely there should be three more stories to round it off, but I can't think of them right now, just keep you head down, your eyes and ears open and you're trap shut an' you'll be alright.
cheers tet
how's it going, still alive? just a couple more tips.
firstly, don't bother about having an f'n answer for everything, save the explanations for you own learning and conduct.
secondly, I note you're operating in a bit of dust, got any dust filters on that rocket?
thirdly, keep your engine trend chart right up to date, you're environment may need it. why/ because even tho' you have top gear what you are doing is launching at max weight off a skid rest almost into a direct OGE situation prior to translation well above the most efficient rotor height. this may mean that as you go along you may? become complacent and just keep on pulling that little bit more power, hotter day - loader stuffs up and puts a bit too much in you tank -those sorts of things. It's always much easier to lift a good load from IGE. That engine performance may creep away from you before you notice it.
fourthly, make sure you have an escape plan if the donk quits just after you pull power and are lifting off. The considerations are 1) how to get away from the truck with your T/R - the loaders really won't appreciate bits of metal in their ear holes, 2) then figure out how to be able to stop forward motion before touchdown - the ground that you mostly will launch over is a fine tilth of plowed soil, usually wetted down to make the plants grow innit and thus not condusive to run on landings.
fifthly, not only is your OAT gauge a bit of a give away as to how cool your environment is, but those lilly white legs man, how much sun have they really seen? is this some sort of a windup? and please tell me how many pilots did you see getting about in Iraq flying in shorts, give it a break mate, pull the other leg it plays jingle bells. no, better still don't worry about the f'n stories we already know the answer to that.
Number six. if your loaders wear gloves and ear muffs they must of forgot 'em for the photo huh?
number seven, if others in the industry swan around in shorts, well I say to that why put your head in a gas oven just because some else does? be an individual and be responsible enough to set your own pace, and as Ag-rotor says, form some good habits, helps when you get old an' doddery and forgetful.
surely there should be three more stories to round it off, but I can't think of them right now, just keep you head down, your eyes and ears open and you're trap shut an' you'll be alright.
cheers tet
You just got to love that TETguy havent you ....full of encouragement for the newbee spray dude 
I used to have Dick Meston telling me everything i was doing was wrong ( and even some of the things i was thinking of doing would be wrong too ) !!!!! I am sure his heart is in the right place
I used to have Dick Meston telling me everything i was doing was wrong ( and even some of the things i was thinking of doing would be wrong too ) !!!!! I am sure his heart is in the right place
Give the newbie sprayer a break... I learnt the trade seat of the pants with no protection what so ever and we were spraying ULV Malathion/Semathion 
I've only got a slight cough these days.......
Good luck son and keep the booms above the crops. As my boss said to me after I wrapped the booms up, " you were supposed to spray the bastards, not beat them to death"
GTF.
I've only got a slight cough these days.......
Good luck son and keep the booms above the crops. As my boss said to me after I wrapped the booms up, " you were supposed to spray the bastards, not beat them to death"
GTF.
Join Date: Feb 2005
Location: Australia
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I hear exactly what you are saying there nigelh and I am quite happy to cop the criticism. I am also happy to say in front of the subject that impetuousness, which I think he may have a tad of, is one of the many failings or traps that many newbies can fall into. This quality is perhaps a totally separate entity from ego in all its variables. Of course that ego quality is often found in racing car drivers, -and helicopter pilots. surprise - surprise.
Impetuousness expresses itself in many ways and I have seen many bits of bent stuff as a result of it so I ususally react the way I did here and I have found it helps. Case studies reveal the old; "seemed like a good idea at the time," or, "gees I knew I shouldn't have done that." in each case the underlying and previously tested judgement capacity appeared to be very sound.
In this case this dude is well organized, has obviously worked hard to get where he is and I would guess has a quite high skill level in most of the disciplines that he will need. I am sure that he will go well in aviation. Most of us would envy his excellent start and job for sure. I am sure you don't need any introduction to what I am saying, it is for the benefit of the newbie.
Just perchance this (as below) turned up on my email this morning as a good demonstration. It is a true story of our families youngest teenager of the next generation, my brother's daughter, who has managed to - I hope - learn a little of a couple of lifes values in a way that we as parents hope that they don't. The good news is, she has survived, well so far as you'll see. Happened just a couple of days ago somewhere in north USA.
cheers tet
"Onto one other bit of education.
S---- decided to go shopping when at swimming carnival that she drove herself and L-- to.
S---- left her advised location without informing mother because she thinks she is entitled to.
S---- stuck the nose out to test the air in the peak hour traffic.
Then drove blind across to second lane under direction of stopped first lane driver.
Bang.
Removed nose off Mum’s car.
S---- is not hurt nor are the other two drivers.
Fine of $425.00 from Police for failing to yield.
Court appearance –yet to happen.
Perhaps driver training.
Two cars to also claim insurance against me.
One white mice benz to repair if not written off.
S----’s dad is not happy.
And the worst of all is just starting, for S----’s Mum is so totally - totally - totally so pissed off that she can’t even look at S----.
S---- faces strangulation
Impetuousness expresses itself in many ways and I have seen many bits of bent stuff as a result of it so I ususally react the way I did here and I have found it helps. Case studies reveal the old; "seemed like a good idea at the time," or, "gees I knew I shouldn't have done that." in each case the underlying and previously tested judgement capacity appeared to be very sound.
In this case this dude is well organized, has obviously worked hard to get where he is and I would guess has a quite high skill level in most of the disciplines that he will need. I am sure that he will go well in aviation. Most of us would envy his excellent start and job for sure. I am sure you don't need any introduction to what I am saying, it is for the benefit of the newbie.
Just perchance this (as below) turned up on my email this morning as a good demonstration. It is a true story of our families youngest teenager of the next generation, my brother's daughter, who has managed to - I hope - learn a little of a couple of lifes values in a way that we as parents hope that they don't. The good news is, she has survived, well so far as you'll see. Happened just a couple of days ago somewhere in north USA.
cheers tet
"Onto one other bit of education.
S---- decided to go shopping when at swimming carnival that she drove herself and L-- to.
S---- left her advised location without informing mother because she thinks she is entitled to.
S---- stuck the nose out to test the air in the peak hour traffic.
Then drove blind across to second lane under direction of stopped first lane driver.
Bang.
Removed nose off Mum’s car.
S---- is not hurt nor are the other two drivers.
Fine of $425.00 from Police for failing to yield.
Court appearance –yet to happen.
Perhaps driver training.
Two cars to also claim insurance against me.
One white mice benz to repair if not written off.
S----’s dad is not happy.
And the worst of all is just starting, for S----’s Mum is so totally - totally - totally so pissed off that she can’t even look at S----.
S---- faces strangulation
Join Date: Jun 2005
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topendtorque
what topendithinkimahelicoptergod was trying to say was that this is how he was ,and the traps he has hit ,he just loves hearing& reading his own speech , and im sure he grins to himself in the mirror everytime he walks past 1.
topendtorque I have a really good VHS video of you showing everything your talking about , does a yard up at larrys lake vrd make you smile as much as it does us.
better still i will put it on here soon so ,you can tell rotorhead 84 where you went wrong
topendtorque I have a really good VHS video of you showing everything your talking about , does a yard up at larrys lake vrd make you smile as much as it does us.
better still i will put it on here soon so ,you can tell rotorhead 84 where you went wrong