Thrash Aviation meets community PR challenge
by Bill Lavender
PERRY, GA Ñ After the ag aviation shut down from the 9/11 attacks, everyone in this industry realized things were about to change, at least for the short term, if not forever. Fortunately, 9/11 occurred as the majority of ag operators were winding down for the year. However, one company, Thrash Aviation, was faced with the reality of multiple flight missions, often from public airports throughout the southeastern United States.
Jimmy and Helen Thrash base their operation in Pelahatchie, Mississippi. The company finds itself operating from a multitude of both public (75% of operations) and private airstrips spreading dry fertilizers on pine trees. Because of this, Jimmy and Helen became keenly aware of the potential difficulties the events of 9/11 could cause their operations.
Only days after 9/11, Helen walked into the offices of AgAir Update looking for a good picture of an Air Tractor AT-602 that she could email. With the writing help of Jim Jeffries (Jeffries Airworks), she held a letter written to newspaper editors explaining what Thrash Aviation was doing in their area. Her plan was to attach a picture of the AT-602 to the letter and mail, email or hand deliver it to every newspaper that covered the news in the area where Thrash Aviation would be operating (see side bar, page 12).
Helen's efforts were a huge success with coverage in most of the newspapers, often on the front page.
Thrash Aviation operates six ag aircraft; five AT-602s and one AT-802. These aircraft are capable of applying 500 tons of fertilizer, 20 semi-truck loads, in a ten-hour period, with loading turnarounds in the 45-second range. Efficiency is the name of the game, the difference in a profit or a loss. Thrash Aviation could not afford to be shut down due to community complaints. Every precaution would have to be taken.
Informing the public was nothing new to Thrash Aviation. It has always been the company's policy to respect the communities where they work. With the 9/11 events, now it was becoming even more important the community was kept informed.
Upon arriving into an area, Thrash Aviation contacts the local dispatcher of the sheriff's office, and the local police if operating near a township. The company provides its original letter with the AT-602 picture for areas they've not yet visited since 9/11, and a follow-up letter for those areas where the company is operating for the second time since 9/11, such as in Perry, Georgia (see side bar, page 12). Thrash Aviation also has a video explaining Thrash Aviation operations that can be given to community leaders, news media and law enforcement. However, Thrash Aviation has avoided TV coverage, concerned it would lose control of the content of the presentation.
Thrash Aviation is quick to point out to community leaders its operations are a benefit to the community by crews eating and sleeping at the local restaurants and hotels; that good forestry management requires fertilization and that is good for the wildlife; and Thrash Aviation is conducting its operations in compliance to all rules of the FAA, OSHA and local and state ordinances.
This type of public relations often avoids telephone calls and problems from the community. However, should someone complain about an overflight, or inquire about anything, Thrash Aviation's policy is to respond immediately. In the case of an overflight of a residence or business, once the location is identified, Thrash Aviation aircraft will circumnavigate the area, no questions asked. Should someone approach the loading operations, every effort is made to answer any questions. Often this Òbreaks the iceÓ, and once the individual understands the intentions of Thrash Aviation, the problem goes away. It should be noted for safety and security reasons, the public is not allowed in the operations area.
Community relations is not the only appeasement Thrash Aviation is faced with, the FBO of public airports can be a big problem, or an asset. Jimmy and Helen have found that it is of the utmost importance to work with the FBO as much as possible, explaining dry material only is loaded over sealed mats and that no fertilizer will be left on the ramp. In some cases, public airports have placed Thrash Aviation in a compromising situation, refusing the company access to the airport unless high landing fees or requirements to buy fuel are complied with. However, a call to the FAA usually remedies the unfair treatment. When a company is buying over 500,000 gallons of Jet-A per annum, it can't afford to buy it at retail prices. Also, with six thirsty Air Tractors with -60 series PT6A engines (about 70 gph) working ten hours a day, seven days a week, a typical FBO may not be able to provide the fuel in an efficient manner.
In the three to four days, usually, that Thrash Aviation is on location, things go pretty well. It takes extensive planning to make an operation of this size work. The six aircraft are split into two crews of three aircraft each. Although one crew may be only a few miles away, they usually operate from different airports and base from different towns.
For security reasons, the supervisor of each crew stays on the job site in a motor home or Airstream-type camper that travels with them from job to job. It serves as an office and sleeping quarters for the supervisor. This assures the security of the aircraft, as well as the loading equipment.
Operations are year round, except for a break during Thanksgiving and Christmas holidays. Most of the urea or DAP fertilizer is spread from October through May. Operations are cutback to three aircraft from June through September. Flights are conducted from early morning to late evening during daylight hours seven days a week, except on Sunday mornings out of respect for churchgoers.
Thrash Aviation pilots, seven to eight of them during the busy season, are on the road for four to six long weeks. Between the six aircraft, the extra one or two pilots switch off with the other pilots to give each pilot about a week long break every four to six weeks. Thrash Aviation pilots log in excess of 1,500 hours of flying a year. After a month or so on the road, the relief pilot is a welcome sight. The same policy is applied with the ground crew. The supervisors are relieved by Jimmy and Helen as they move from one crew to the other in their motor home.
Working such a large operation throughout twelve southern states, stretching as far west as Texas, across and down through Florida, and north to Virginia with all stops in between is no easy task. Without efficiency there is no profit. Coordination is the order of the day. Thrash Aviation cannot afford to be waiting on fertilizer trucks or fuel trucks. The Air Tractors must stay in the air all day long, with exceptions for weather or maintenance. In the fall, Jimmy and Helen have a realistic idea of how much fertilizer is needed and where it will be spread in those twelve states in the next twelve months. The logistics of having the fertilizer on site and enough fuel to complete the job keeps both of them busy.
Jimmy knows from years of experience local fertilizer plants and truck brokers cannot be depended upon to deliver on time. He sites one incident when he tried to use a broker and woke the next morning with thirty semi-trailer loads of fertilizer lined up expecting to be unloaded immediately! Thrash Aviation contracts with dedicated truck drivers. This means the owner/operator of the trucks is a private contractor, but dedicated to only delivering fertilizer to Thrash Aviation, no matter where the company is operating. It takes as many as six dedicated trucks and sometimes additional outside trucks to keep the six Air Tractors supplied with fertilizer.
To complicate matters further, Thrash Aviation's contracts with the timber companies require the job to be turnkey, providing both the flying and the fertilizer and all related expenses, whatever they may be. This means Jimmy must bid his contract with a firm price for the fertilizer. It also means that Thrash Aviation must have the wherewithal to handle a fertilizer bill that floats around $1,000,000!
Jet-A is bought from suppliers who understand the need for fuel availability and the importance of a fair and competitive price. A $0.10 per gallon difference in fuel prices can mean $50,000 in profits.
ÒFertilizing trees is not the same as fertilizing riceÓ, says Jimmy while talking about having good pilots fly his aircraft. Although Jimmy has thousands of timber fertilization hours, he no longer has the time to devote to flying himself because management of the company requires such a vast amount of his time. His flight experience helps him hire and train good ag pilots. Throughout the years, Jimmy has learned that Òrice pilotsÓ are not Òpine tree pilotsÓ; and high time pilots don't necessarily fit the bill.
Thrash Aviation requires unique flying skills and procedures from their pilots. To begin with, the first flight of every day is made empty! Often the company is working in cold conditions where there may be frost on the wings or even a trace of ice in the fuel. Jimmy has found from previous experience, it is best to check out the aircraft empty each day with a circle around the air strip.
Thrash Aviation pilots are instructed to following specific procedures that include observing the traffic pattern of the airport they are flying from, fly to the timber track at 500 feet MSL or higher, and always give general aviation aircraft the right-of-way regardless of which aircraft has the legal right-of-way.
Every landing and takeoff is made from the three-point configuration. When a company is wearing out six sets of tires every two weeks and six sets of brakes for every two sets of tires, the way a pilot lands makes a huge difference. Takeoffs are made using cruise power up to full power, depending on the length of the strip. With three-point takeoffs, the props are less likely to pick up rocks or other debris.
With three-point landings, the pilot is landing at the slowest possible speed minimizing wear on the tires and brakes. Considering 30-40 takeoffs and landings a day, these become important procedures. Pilot Cleo King recently logged 14 starts, 146 takeoffs and landings in 41.5 hours during a seven-day period. The numbers can be more or less, depending on how close the work is to the runway and how many days weather allows operations.
Just in case you are wondering, every engine start, takeoff and landing is recorded, and each mission is data logged and downloaded every night. The timber companies require the data logging and Jimmy needs the cycle counts for engine maintenance.
It is true that timber fertilizing takes place in the off-season for many ag aviation companies. However, timber fertilizing is not a sideline job. It is a full-blown operation that is year round and requires dedicated equipment with an intensive ground operation. The pilots must be specially trained and the operation's administration duties must be monitored constantly.
Efficiency is the key to success, along with safety and community awareness. Aerial timber fertilization is very unlike any other facet of ag aviation, requiring an expertise all its own. Thrash Aviation has pioneered and created a niche in timber fertilizing. Jimmy and Helen Thrash are dedicated to providing a professional service in a timely manner. They and their crews are setting good examples for ag aviation when they are the guest of public and private airports throughout the South. From their efforts in public relations, all of ag aviation has benefited. Thrash Aviation's operation practices would be good ones to follow.