AIR TRACTOR, INC.

Olney, Texas

AT-401
TABLE OF CONTENTS
OPERATION SECTION

Page No.
Preflight, Walk-Around Inspection 1
Safety Precautions Before Starting 2
Starting 2
Warm-up 3
Taxi 4
Before Take-Off 4
Take-Off (Normal) 4
Take-Off (Full Hopper Load and Short Strip) 5
Cruise 5
Agricultural Flying 5
Survey of field 5
Entering Field 6
Swath (Spraying) 6
Pull-Ups 6
Turns 6
Approach and Landing (Normal) 7
Landing (Cross-Wind) 7
Stopping the Engine 7
Loading the AT-401 7
Living With the Lines 8
Air Tractor, Inc. Operations Page 1
AT-401 September 15, 1989

PREFLIGHT, WALK-AROUND INSPECTION

Visual inspection of the exterior of your Air Tractor should become an important routine
procedure. A suggested path would be to start at the baggage door location and walk clockwise
around the aircraft.
The following items should be checked:

1. See that the baggage door is closed and fastened.

2. Check boom and fittings for leaks.
Check mounting brackets.
3. Lift up on trailing edge of flap to see that it is secure.
4. Move left-hand aileron briskly up and down to check for looseness of hinges.
Check for security of counterweight.
5. Inspect tip and leading edge for damage.
6. Inspect fuel vent tube.
7. Lift cover from pitot tube and inspect.
8. Remove left-hand fuel cap and visually check fuel level.
9. Drain left wing fuel sump, drain header tank sump, drain wobble pump sump.
10. Check spray plumbing and valve for leaks or loose connections.
11. Inspect left-hand gear leg connection at fuselage.
12. Inspect prop blades for nicks or cracks.
13. Inspect governor for security of controls and oil leaks around base.
14. Check cowling for security or any unfastened Camlocs.
15. Inspect cylinders for leaks around head and barrel connections, and for cracks around
spark plug bushings.
16. Inspect exhaust manifold for cracks or chafing on heat muff.
17. Inspect right-hand gear leg at fuselage connection.
Inspect both wheels and brakes and check tire inflation.
18. Remove right-hand fuel cap and visually check fuel level.
19. Drain right-hand wing fuel sump.
20. Inspect right-wing leading edge and tip for damage.
21. Inspect right-wing wing tank vent.
22. Inspect right-hand aileron same as left hand.
23. Check right-hand boom for leaks and security.
24. Check right-hand flap by lifting up on trailing edge.
25. Inspect fuselage skins for any unfastened Camlocs.
26. Inspect right-hand stabilizer and struts.
Test for security by lifting up on stabilizer leading edge.
27. Check forward end of tail spring for security.
28. Inspect right-hand elevator and move up and down to check security.
29. Check right-hand and left-hand elevator trim tabs for security and check linkage.
30. Inspect rudder on both sides and move from stop to stop to check security and cable
attachment.
31. Inspect tail spring attachment to fuselage.
Inspect tail wheel fork housing and attachment to spring.
Operations Page 2 Air Tractor, Inc.
September 15, 1989 AT-401

Check for proper tail wheel inflation.

Check for broken centering springs.
Check tail wheel lock by lifting plunger by hand.
32. Check left-hand elevator by moving up and down to test for security.
33. Inspect left-hand stabilizer and strut and check for security by lifting up on stabilizer
leading edge.
34. Inspect for loose skins or unfastened Camlocs on left-hand side of aircraft.
35. Open hopper lid, check inside hopper and check lid gasket.
Close hopper lid and secure latch.
36. Open oil tank access door and check oil level. Must be at least 5 gal. (See item 40).
37. Make sure switch is off, throttle and mixture levers full back, parking brake is on. Then
pull prop through by hand several revolutions to be sure all oil that may have collected in
lower cylinders is removed. Use caution while pulling the prop through.
38. Be sure tie-down ropes have been untied and wheel chocks removed.
39. Check ground under propeller for loose rocks or material that could damage propeller
blades when starting. Check behind aircraft to see that path is clear.
40. Before top-off with oil, start engine and run for a few minutes to allow oil to be pumped
back into tank.

SAFETY PRECAUTIONS BEFORE STARTING

1. Test toe brakes and set parking brake.

2. Fasten seat belt and harness.
3. Set altimeter.
4. Check rudder pedal position for a comfortable setting.
5. Position trim lever in green arc.
6. Move all flight controls through the normal operating range and check for unusual noises.
7. Turn on master switch.
Check fuel quantity in each tank on fuel receiver.
8. Actuate flaps to full range of travel. With flaps in fully lowered position the flap markings
should align perfectly with tail trailing edge. If flap down travel has exceeded this mark do
not fly the aircraft as the flap actuator down micro-switch could be malfunctioning.
During flap cycle listen for any unusual rubbing noises.
9. Check voltage on voltmeter. Turn off master switch and close right-hand canopy door.

STARTING

Before the engine is started, the propeller should be pulled through by hand at least 2
revolutions with the ignition switch off and the throttle and mixture levers full back, to prevent oil
in the lower cylinders from causing a hydraulic lock. Use caution when pulling prop through.

1. Turn fuel valve to ON position.

2. Place mixture control in the FULL RICH position (full forward).
Place the propeller control in LOW RPM (full aft). This prevents momentary loss of oil
pressure in filling propeller cylinder.
Air Tractor, Inc. Operations Page 3
AT-401 May 2, 1994

3. Place carburetor heat in OFF position.

4. Set the brakes.
5. When the engine is cold, prime six to eight quick strokes while stroking the wobble pump
with the left hand. This is required to fill the primer.
6. Move throttle through full range of travel and back once or twice while stroking wobble
pump. Then position throttle 1/4 to 1/2 inch from aft stop.
7. Turn battery switch and alternator switch to ON.
8. Shout “CLEAR PROP” and wait for answer if anyone is present.
9. Place left hand on throttle lever and with right hand turn ignition switch to START. As
soon as engine starts, turn switch back to BOTH.
10. Position throttle to provide about 600 RPM and monitor oil pressure and fuel pressure. Oil
pressure should not exceed 100 psi and if engine is cold, reduce RPM as required to keep
oil pressure down. Fuel pressure should be 3 to 6 psi. If no oil pressure is observed within
15 seconds stop engine.
11. After starting move prop lever to full forward position.
12. If engine does not start immediately, do not keep starter engaged for more than 20
seconds at a time. Allow at least 3 minutes between starts. If engine has been overprimed,
open throttle completely and when engine starts, retard throttle rapidly to idle position. If
priming has not been sufficient, repeat starting procedure.
13. If battery is dead a 24 volt battery cart should be used with heavy duty jumper cables
attached to the correct battery terminals. After starting, leave the jumper cables attached
long enough for the battery to receive sufficient charge to close the solenoid on the battery
plate.
14. If battery is dead and no battery cart is available, the engine can be started by hand
swinging the propeller rapidly, providing the person is experienced with this method. If
hand swinging the propeller, the propeller should be pulled through with practice swings
several revolutions with the switch OFF. When “Contact” has been called by the person
doing the swinging, and answered by the pilot, the pilot turns the ignition switch to BOTH
and the prop is pulled through rapidly, using extreme care to stay clear of the propeller
arc. If the prop stops in a position that is not desirable for anther attempt at swinging, the
person doing the swinging should call “OFF”, and only when answered by the pilot after
turning the ignition to “OFF”, should the prop be touched again.

WARM UP

The warm-up period is especially critical for the R1340 as the blower turns ten times the
crankshaft speed and the blower bearings will not be properly lubricated if engine RPM is
increased before the oil has a chance to warm up and reach a viscosity that will allow it to reach
the close fit of the blower bearings.

1. Allow engine to idle at 600 RPM or less for at least one full minute, and until oil pressure
is no more than 100 psi.
2. If oil pressure will stay below 100 psi, advance throttle to 700 RPM and run for one or
more minutes, depending on OAT.
3. Continue warm-up by advancing throttle in small stages up to 900 RPM, keeping oil
pressure below 100 psi.
Operations Page 4 Air Tractor, Inc.
May 2, 1994 AT-401

4. When oil temperature has reached 107°F (start of green arc) and pressure is 100 psi or
less, you are ready to taxi.
5. In all periods of warm-up, select an RPM that is smooth, so that loads on the ring cowl
attach lugs due to the engine shake are minimized.

TAXI

Whenever possible leave the tail wheel locked during taxi as this will minimize the need for
brakes. Small changes in direction can be made with the use of rudder and power. For sharp
turns on the ground unlock the tail wheel by pushing the stick full forward and use a little brake
along with powers. Since the brake forces on the AT-401 are light and effective be careful not to
ride the brakes during taxi since this will overheat the brake disc and cause excessive wear.

BEFORE TAKE-OFF

1. Recheck free and correct movements of flight controls.

2. If spray equipment is installed, fan brake control should be in “ON” position.
3. Re-check engine instruments and fuel quantity gauge.
4. Check trim lever for proper position. With empty aircraft, trim lever should be in the green
band. With a full hopper load, the trim lever should be slightly aft of the green band.
5. Close canopy door and check latches.
6. Be sure aircraft is positioned on a spot that is clear of small rocks that will damage
propeller.
7. Check mags by advancing throttle until manifold pressure is equal to field barometric
pressure. Normal mag drop is 50 to 70 RPM and should not exceed 100 RPM.
8. At 1900 RPM move the propeller control to High Pitch (Low RPM). A substantial drop in
RPM indicates satisfactory governor operation. Return prop control to full fwd. position
(High RPM).
9. Check the carburetor heat at 1900 RPM. A noticeable momentary drop in RPM with heat
full on indicates satisfactory operation.
10. If the engine accelerates smoothly and the oil pressure remains steady between 70 and 90
psi and the oil temperature is at least 107°F, the engine is warm enough for take-off.

TAKE-OFF (NORMAL)

1. Taxi forward with stick back until tail wheel lock pin is felt to engage.
2. Flap should be in retracted position, mixture FULL RICH, prop HIGH RPM.
3. With brakes set and stick full back advance throttle to approximately 1400 RPM.
4. Release brakes and as aircraft moves forward gradually advance throttle to provide a
smooth and continuous acceleration of the engine.
5. Allow the tail to come up and make a conventional take-off. As throttle is advanced make
sure manifold and RPM limits are not exceeded (36 inches and 2250 RPM for 5 minutes).
6. Best rate of climb speed for empty AT-401 is between 85 and 90 mph. For a heavy load
best rate of climb speed is between 95 and 100 mph.
7. Adjust trim lever for climb and set power at max. continuous rating (2200 RPM, 34.0"
Air Tractor, Inc. Operations Page 5
AT-401 September 15, 1989

manifold pressure) or less if desired. For an empty AT-401, a good climb setting is 2100
RPM and 30 inches M.P.

TAKE-OFF (FULL HOPPER LOAD AND SHORT STRIP)

Use same procedure as for normal take-off except as follows:

1. Lower flaps to 10° position (first mark).

2. With a full hopper load apply full power before the brakes are released.
3. After breaking ground do not retract the flaps until at least 100 mph is reached.

CRUISE

Any amount of power up to maximum continuous ratings may be used for cruise. However,
avoid low RPM and high manifold pressure settings.
For an empty AT-401 with the pump removed for long ferry flights, an economy cruise
setting of 1900 RPM and 23.0 inches will provide an indicated air speed approximately 117 mph
at 8,000 ft. Fuel consumption at this setting is approximately 28 gallons per hour.
Other power settings that would be acceptable are as follows:

RPM Manifold Pressure Indicated Airspeed Altitude

1900 24.0 inches 120 mph 8,000 ft.
1900 25.0 inches 124 mph 8,000 ft.
2000 26.0 inches 130 mph 8,000 ft.

With the spray pump installed, a reduction in airspeed of approximately 2 mph will be
noted.
The R1340 engine on the AT-401 can be leaned at any altitude without detrimental effects
due to the lack of tightly enclosed cowling. Leaning will usually improve engine performance and
is recommended except when take-off power is used.

AGRICULTURAL FLYING

Since agricultural flying is extremely varied, it is not practical to recommend operating

procedures which in many cases would not fit a particular operation. However the procedures
outlined in this section are general and may be followed if they apply.

Survey of field: (Also see LIVING WITH THE LINES)

1. Before entering the field to be treated, fly around the entire perimeter at least once to
firmly establish the location of wires, standpipes, or other obstacles.
2. Determine direction field will be flown and check position of flagmen if used.
3. Check surrounding area on downwind side for possible drift damage.
4. Make note of houses or areas to avoid during turning.
Operations Page 6 Air Tractor, Inc.
April 1, 1998 AT-401

Entering Field:

1. If practical, make first pass into the wind so that two passes will be made before the first
downwind turn is required. Avoid making first pass into the sun, however.
2. If obstructions border the field reduce speed slightly and make a high approach. When
obstruction is near enough, nose down smoothly to angle which will clear obstruction and
apply power to prevent high-speed stall on roundout. Avoid flying just above obstruction
height and abruptly pitching over.

Swath (Spraying):

1. For a full load on a hot day set prop at 2150 RPM and manifold pressure at 30" or less,
depending on how well the aircraft is performing.
2. Spray runs may be made at 130 to 135 mph when the aircraft is heavy, which will provide
good penetration as well as adequate speed for pull-ups and turns.
3. As load diminishes, reduce RPM by 50 RPM increments so that as hopper nears empty,
RPM is 2,000. From 2,000 to 2150 RPM is the smoothest setting for the AT-401 due to the
engine mount design and engine vibration characteristics and therefore this should be the
normal working range.
4. Reduce manifold pressure as load diminishes to avoid excessive speed over the crop,
which reduces penetration. Spray speeds of 120 to 125 mph are normal as the hopper
nears empty.
5. The operator should select a speed which feels comfortable and best fits his particular
operation. In gusty air always use 5 to 10 mph more speed.

Pull-Ups:

1. Prior to pull-up apply additional power smoothly.

2. Abrupt pull-ups should be avoided since excessive speed is lost which reduces turn
performance.
3. When making pull-ups over wires avoid starting bank too soon.

Turns:

1. The previous training and experience will influence the operator flying the AT-401B. All
conventional types of turns may be performed in the AT-401B.
2. Flaps may be used as a turning aid providing small deflections are used (5 to 8 degrees).
The usual method for using flaps is to make the pull-up and initial bank with flaps
retracted. As the aircraft is being banked to turn back into the field touch the flap switch
briefly and let off a little back pressure on the stick, as the flaps cause a slight pitch up
tendency. Continue the turn, and as you line up for your pass, retract the flaps.
3. Make coordinated turns. Use the slip indicator as a means of determining whether or not
you are carrying bottom rudder. The AT-401B has excellent stall characteristics and if the
aircraft is inadvertently placed in an impending stall situation, it is only necessary to relax
some back pressure on the stick to make recovery, and little altitude is lost, providing the
turn is coordinated. A stall from a skidding turn will result in the nose dropping sharply
Air Tractor, Inc. Operations Page 7
AT-401 April 1, 1998

with a significant loss of altitude.

4. In addition to being hazardous, a skidding turn can transfer fuel from one tank to
another, which will result in engine stoppage if one tank runs dry. Monitor the fuel level
in each tank when the fuel level reaches 1/2 tank, and leave the selector switch on the
low tank. Fuel transfer can occur when flying a racetrack pattern if the turns are not
coordinated.

APPROACH AND LANDING (NORMAL)

1. Set mixture control FULL RICH.

2. Reduce power slightly and move prop control full forward (High RPM).
3. Pull Carb. heat control full on if icing conditions exist.
4. Close throttle and establish glide at 85-90 mph (flaps up) or 75-80 mph (flaps down).
These figures for empty aircraft. The engine should be cleared occasionally by opening
throttle.
5. During landing roll, steer the aircraft with rudder. Brakes are for stopping or turning off
the runway. Avoid heavy braking. The AT-401 is a slow landing aircraft and it is poor pilot
technique to land so close to your loading rig that heavy braking is required.

LANDING (CROSS-WIND)

1. Establish proper crab angle to line up with runway.

2. Leave flaps retracted unless strip is very short and cross-wind does not exceed 15 mph.
3. During final stages of flare-out apply necessary rudder to straighten aircraft with runway.
In strong crosswinds, it will be necessary to lower the up-wind wing.
4. Touch down should be in tail-low attitude and on up-wind wheel. Allow downwind wheel
to touch, then tail wheel.
5. Remain alert during roll-out. Steer with rudder and use brakes only if necessary.

STOPPING THE ENGINE:

1. Idle for at least one minute to cool engine.

2. Run up engine to 1500 RPM and shift propeller into high pitch (Low RPM) and reduce
speed to idle. (Not required on aircraft with Hydromatic propeller.)
3. Move mixture control to FULL LEAN position and when engine cuts, move throttle forward
slowly.
4. Continue opening the throttle slowly after the engine starts to cut. When engine stops,
turn off ignition switch, battery switch, alternator switch.
5. Set brakes and control lock.

LOADING THE AT-401:

Under the provisions of CAM8.10-4 (b) “Maximum capacities should be selected by the
applicant and demonstrated in the flight check in accordance with section 8.10-3 (e). (1.) These
maximum capacities for hoppers or tanks should be listed on placards on or adjacent to the
appropriate filler covers.”
Operations Page 8 Air Tractor, Inc.
September 15, 1989 AT-401

LIVING WITH THE LINES

By J.J. Snyder
(Re-print by permission of ON THE DECK magazine)

A Little Background

Over the past years I have seen several sets of statistics dealing with wirestrikes by agricul-
tural aircraft, and without exception these columns of numbers, while no doubt serving some
useful purpose, are altogether lacking in specific information or practical recommendations to
pilots for the avoidance of these hazardous objects which are so much a part of their working
environment.
As an agricultural pilot for twenty years, I have some experience in avoiding powerlines, and
somewhat more experience than I would wish in striking them. I have learned a great deal about
airplanes and wires over the past seasons, and the acquisition of this knowledge has sometimes
been accompanied by destruction of property and hazards to other persons, while helping to
furnish those moments of sheer terror which relieve the hours of boredom in the cockpit.
There is some verbal exchange among pilots on wirestrike hazards, but because each one
usually assumes the other is in possession of the same knowledge as himself, and since there is a
certain reluctance on everyone’s part to lecture, some of those who need it the most either never
get the word or receive it too late.
Because of the lack of written data on this subject, I feel compelled to put on paper some of
the ideas and procedures which I have found to be helpful in the avoidance of these obstacles to
flight, in the hope that they may benefit others.
The more time one spends in any occupation, the more one learns about it, and I realize
that many seasoned pilots will already have this information. (They may quite possibly be aware
of more and better ways of staying out of trouble, and I sincerely hope that those who have such
knowledge will also make it available.) As for this text, it is mainly directed at those aviators with
rather limited experience who, somewhere in their training, may have missed a vital bit of
information which could be quite important to their future.

Check Fields Yourself

When assigned a field to treat, a pilot should inspect the field thoroughly from the air, even
if it is familiar to him from previous jobs. The responsibility for being aware of all obstructions
rests entirely with him, and should not be delegated to any ground personnel. There is a case on
record of a pilot trusting in a flagger’s word that a line was clear to go under, and subsequently
flying through a one-inch coaxial cable strung beneath the wires.
Pacific Gas & Electric has lately initiated a program using high visibility plastic markers,
which are distributed to operators in the hope that they will place these devices beneath power
lines as reminders to pilots of the existence of hazards. This utility’s aim to reduce the number of
accidents is commendable, but these objects are not being used by the majority of applicators
because of possible legal problems arising from their use, and since they require extra time and
labor to set up and move, their use is not compatible with a high acre-per-hour production rate.
Before undertaking to fly a field, one should circle it several times and note the position of
all wires, poles and other obstacles. If a pilot takes enough time to make a complete inspection,
Air Tractor, Inc. Operations Page 9
AT-401 September 15, 1989

he is not as likely to forget the placement of the wires as he might in a quick once-over flyby. If he
has treated the field previously he should look for changes in the position of the lines around
and/or across it, and the possible addition of horizontal guywires or telephone lines beneath the
electrical cables. He should also be alert for wires which are partially concealed by foliage in the
background, and poles which may be hidden in clumps of trees or bushes. Poles which are lower
or wider apart than usual should be noted, and their presence recalled on each pass.
Since electrical lines themselves are not highly visible objects under most conditions, the
placement of poles and their crossarms are very important clues in determining wire presence
and direction. Wires are always strung at a ninety degree angle to their crossarms. If a crossarm
is fastened to the pole at a thirty or forty-five degree angle to the field boundary, it is safe to
assume that its wire will cross at an angle more or less than ninety degrees to the path of flight,
and the pullup must be started earlier than usual if electing to fly over it. These angled wires in
corners of fields can be quite hard to detect, and although they do not exist in great numbers in
most areas, their potential for harm makes it imperative that they be located and avoided.
A pilot must remember that wherever a pole line ends, it is always anchored by a guy wire,
which is a steel or aluminum cable stretched from pole top to ground at approximately a forty-five
degree angle, its purpose being to keep the lines taut and the poles erect. These cables are most
dangerous to aircraft while a first or last pass parallel to the pole line is being made, and the guy
wire from an adjoining pole line at an angle to the first juts out into the flight path. They can be
spotted rather easily from the air in most cases, but their location must be kept constantly in
mind. In some fields, their point of anchorage in the ground will show as a clump of plants or
high weeds where the cultivator made a detour to miss the cable.

Plan Your Runs

When the field inspection has been made, and all obstructions identified and committed to
memory, the pilot must decide whether to make his passes over or under the wires surrounding
the treatment area and/or running through it. His decision should be the product of a reasoned
judgement, based on experience and the nature of the lines.
As previously mentioned, wires themselves are not sufficiently visible under all conditions to
be useful in gauging one’s distance from them, and if he elects to enter or leave the field over the
lines, the pilot should determine his obstacle clearance altitude by the pole height alone, not start
letdowns or pullups by reference to the wires between them. A measure of extra altitude over the
poles on entry and an earlier pullup at the end of the pass is recommended if the poles are higher
than usual or there is a lack of good visibility around the field. The practice of leaving the ends of
the field unsprayed and later covering them with several headland passes is encouraged, as it
gives a margin of safety in climbs and letdowns while assuring full coverage of the crop. No turns
should be initiated during the pullup out of the field until a safe height above the poles is
reached.
As a general rule, subject to individual choice, when the poles are tall and the wires stretch
along their upper portion with negligible droop, there are no lower lines strung beneath, they are
not located along a busy highway, and no other obstructions such as fences, irrigation pipes or
farm machinery exist beneath the lines, it is quite safe to enter and/or leave the field flying under
the wires. In some ways this method is less hazardous than going over the lines, which then
disappear under the nose and are lost to view at a time when it is quite desirable for them to be
Operations Page 10 Air Tractor, Inc.
September 15, 1989 AT-401

in sight. It also does away with the flareout in the field after descent over the wires, which can be
an occasion of some danger when coupled with a heavy load, high temperatures, or a tall, dense
crop.
The pass under the lines should begin at a far enough distance away from the field
boundary to be able to glance up quickly at the approaching bay of wires so as to determine that
there are no lower lines present, and if crossing a road or highway, that no traffic exists for one
quarter mile or more on either side of the pass. If this view is obstructed, it is wise to approach
over the wires rather than take a chance of collision with a ground vehicle. Under the lines, the
aircraft should be in level flight, since the chance of wire contact increases in a climb, dive, or
bank.
Flaggers must be instructed to move as soon as the airplane is lined up, and if they have
correctly, the pilot should not have to be concerned about their position, or need to take evasive
action to avoid hitting them. Flaggers who are consistently slow to move and respond to direc-
tions should be discharged for their own safety.

Never Assume Anything

When flying under wires, a pilot should not assume that, simply because one space between
poles is clear of low lines, they all are. On the last pass before going on to the next bay, he should
quickly glance up and down the pole for signs of lower lines or the very hazardous horizontal guy
wires, also known as deadmen. These are one half to three quarter inch steel or aluminum cable
stretched between two poles, and upon striking one an aircraft can easily be brought to a sudden
stop and dismantled.
Wire crossing the field inside its perimeter can be flown in a similar manner to those on the
boundaries, although one should keep their position in mind as they sometimes slip the memory
more easily than the outer lines. Pullups and letdowns over these lines should be executed
smoothly, and parallel passes made along them to ensure complete coverage.
One should always remember that if there are power lines leading into a house or building,
it is quite possible that one or more telephone wires may be strung beneath them. Phone lines are
almost always made of steel, and although of small diameter, they are sometimes quite hard for
an airplane to break, and may stretch a great deal before they do. If one is low enough on his
initial pass, he will see them silhouetted against the sky in time to climb and avoid them.
When two aircraft are flying the same field together, they should space their passes so that
lingering turbulence from one will not be a hazard to the other, especially near the field bounda-
ries. When the wing’s angle of attack is sharply increased, as in a quick pullup, a very strong
rolling vortex can be generated which may be a cause of concern to the following aircraft near the
point of wire passage, as any deviation from level flight is especially hazardous at this point.
During the months of March and September, it is important to plan one’s work so as to
avoid east and west passes near sunup or sundown, since the glare from the sun directly in front
of the aircraft will greatly increase the chances of collision with any obstacle which happens to be
in the flight path.
Steel tower transmission lines in the field are normally flown under in all but the most
extreme cases, since risks in a climb to a height of one hundred or more feet in order to clear
these objects are far more threatening than flight beneath them. If it is necessary to climb over
these cables because of low wires or other obstacles in their vicinity, it is highly recommended
Air Tractor, Inc. Operations Page 11
AT-401 September 15, 1989

that the aircraft be lightly loaded and the pullup started at a very conservative distance away so
as not to run out of airspeed directly over the lines. If this action is necessary, many passes must
be made parallel to the towers. Certain of these lines have a ground wire stretched tightly along
the very top of the pylons, something to remember if one is tempted to cross them lower than the
towers at the position of maximum line droop. Pilots should be very much aware of wind direction
while making turns in the vicinity of these cables, as an aircraft can easily be blown into them by
winds which are higher at turn altitude than on the ground.

“Low-Viz” Conditions

No one should ever find himself in the position of having to cross a line of steel towers under
conditions of such limited visibility that the tops are obscured, thus having no choice but to go
under them. This indicates a lack of planning and judgement to say the least, but if a pilot should
find himself in this predicament his chances of a successful crossing will be improved if he turns
so as to apporach the lines at a very shallow angle. Using this method, they will not make a
surprise appearance over the nose dead ahead, and their closing speed with the airplane will be
much slower than with a ninety-degree approach, giving some valuable additional time in which
to pick a point to cross under safely.
In some areas it is required that treatment of crops be accomplished at night, and though
this would seem to make wire avoidance more difficult than during daylight hours, the actual
hazard does not seem to be any greater if proper care is taken in the planning and execution of
the job.
A knowledge of the entire working region is necessary for safety in the dark, and no pilot
should be flying closer than two miles to an area in which he is not aware of the location of every
obstruction over fifty feet in height, including the altitude and orientation of all tower lines.
If a thorough field inspection is desirable during the day, it should be mandatory at night,
and can be accomplished from a safe height using both turn and field lights to ascertain the
definite location of all obstructions. It is helpful to have one field light pointed down slightly lower
than the other to better illuminate the lines and poles when approaching over them. Good
working lights will show obstacles, including poles, up to one half mile away, and many lines
show up better under the lights than during the day. Most wires which can be flown under safely
in daylight can also be flown under at night, but those with marginal clearance are better flown
over.
Night ferry flights should be flown at an altitude which allows a wide margin of clearance for
all ground obstacles, again keeping in mind the location and direction of steel towers and other
high obstructions. An operating altimeter is essential for safe flight after dark, and should be
reset at zero at each new work location so as to indicate height above ground as accurately as
possible.

When You Do Hit One

The more time one spends in flight beneath pole height in close proximity to wires, cables,
and lines the greater is his chance of sooner or later making contact with one of these objects,
regardless of his skill or experience level. His actions during the first seconds after this unfortu-
nate event can make the difference between a front page story in the next day’s paper, or a
Operations Page 12 Air Tractor, Inc.
September 15, 1989 AT-401

routine notation in the log of a wire repair crew.

After striking a wire, the first action a pilot must take is the immediate addition of maxi-
mum power while he still has flying speed and control of the aircraft. There is always the
possibility that he may be carrying hundreds of feet of copper or steel line streaming out and
down behind the aircraft, and immediate full power could mean the difference between continued
flight or loss of airspeed and an unmanageable descent. He should not hesitate to dump all or a
portion of his load as necessary to maintain flight, except in the case of dusting sulfur, where the
fire hazard associated with this substance will make it preferable to retain it in the aircraft.
If the pilot is clear of other wires ahead, and able to gain altitude, he should by all means
climb, as increased height lessens the chances of the attached wire dragging over other lines,
thus shorting them out and possibly adding their drag to the burden already being carried.
Upon reaching a safe altitude, the pilot should level and stabilize the airplane, inspect all
surfaces visible from the cockpit, and check its flying characteristics with a view towards landing
as soon as practicable. If he is indeed carrying a length of wire, he must plan his approach and
touchdown with this factor very much in mind. He should also survey the site of the strike for
possible injuries to flaggers or other ground personnel, and check the area for fires which may
have been started by the broken line.
Using judgement, planning, and common sense, it is quite possible for an agricultural
aviator to fly for very long periods of time without a wirestrike, and I sincerely hope that this text
contains information which may be useful to other pilots in achieving this goal.