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3.4.3.5 Modified aircraft that were either surplus U.S. military aircraft or TC’d in another category (i.e., § 21.185(b)), must satisfy the following to be eligible for a Special Airworthiness Certificate in the restricted category:
1. The modification conforms to the FAA-approved data that forms the basis for the restricted TC.
2. The aircraft is in a good state of preservation and repair and is in a condition for safe operation.
3.4.3.6 All aircraft TC’d in the restricted category must operate in compliance with the limitations prescribed in § 91.313. For turbine-powered aircraft, piston-powered aircraft over 800 horsepower, rotorcraft, large aircraft (over 12,500 pounds), and any other aircraft deemed necessary, a limitation concerning pilot qualifications may have been prescribed in the aircraft certification. This limitation may require the PIC to have an aircraft type rating or possess an LOA.
3.4.3.7 Section 91.313(c) prohibits carrying cargo for compensation or hire in restricted aircraft. It is, however, acceptable to transport cargo necessary to accomplish the operation for which the restricted TC was issued.
3.4.4 Aircraft Operating Restrictions.
3.4.4.1 The FAA limits restricted-category aircraft to the special purpose operations for which they have specific approval. The special purposes approved for an aircraft must be listed in the aircraft’s TCDS or in an STC installed on the aircraft.
3.4.4.2 The provisions of § 21.25 authorize restricted-category aircraft to conduct the following special-purpose operations:
• Agricultural (e.g., spraying, dusting, seeding, and livestock and predatory animal control);
• Forest and wildlife conservation;
• Aerial surveying (e.g., photography, mapping, and oil and mineral exploration);
• Patrolling (pipelines, power lines, and canals);
• Weather control (cloud seeding);
• Aerial advertising (e.g., skywriting, banner towing, airborne signs, and public address systems); and
• Any other operation specified by the Administrator.
3.4.4.3 Operators must use restricted-category aircraft under § 91.313.
Restricted-category aircraft may have a reduced level of safety compared to
3-15 that of standard-category aircraft. The FAA imposes certain operating restrictions to maintain an equivalent level of safety for the public.
Section 91.313 imposes the following operating restrictions:
• No carriage of passengers for compensation or hire;
• No carriage of cargo for compensation or hire; and
• Unless otherwise authorized, no operations may be conducted over densely populated areas, in congested airways, or near busy airports where passenger transport operations are conducted.
3.4.4.4 Provided that an aircraft certificated as experimental is properly equipped for the agricultural operation, private agricultural operators may use it under certain conditions, as prescribed in § 91.319.
3.4.5 International Limitations for Restricted-Category Aircraft. A restricted-category aircraft may not meet the International Civil Aviation Organization (ICAO), Annex 8, Airworthiness of Aircraft. Before working within foreign airspace, operators must ensure they comply with that country’s pertinent regulations.
3.4.6 Civil Aircraft of U.S. Registry Operating Outside the United States. Agricultural aircraft operators conducting operations outside the United States must comply with § 91.703(a)(2)(3) and (b). Operators conducting flight operations between the United States and Canada or Mexico must file an appropriate flight plan, as prescribed in § 91.707.
3.4.7 North American Free Trade Agreement (NAFTA) Specialty Air Service Operation.
NAFTA came into effect on January 1, 1994, after its ratification by Canada, Mexico, and the United States of America. NAFTA opened up cross-border trade in specialty air service, as defined in NAFTA Article 1213, for aerial mapping, aerial surveying, aerial photography, forest fire management, firefighting, aerial advertising, glider towing, parachute jumping, aerial construction, heli-logging, aerial sightseeing, flight training, aerial inspection and surveillance, and aerial spraying services. For more information, consult AC 00-60, North American Free Trade Agreement and Specialty Air Services Operations.
3.4.8 Noise Compliance. Restricted-category aircraft must comply with the applicable noise requirements of 14 CFR part 36. Small, propeller-driven aircraft and rotorcraft used for agricultural aircraft operations (as defined in part 137, which includes aerial dispensing of firefighting materials), are exempt from part 36 noise requirements.
3.4.9 Aircraft Markings. The operator of an aircraft must display on that aircraft marks consisting of the Roman capital letter “N” followed by the registration number of the aircraft (for UAS requirements, refer to 14 CFR part 48, § 48.1). Each suffix letter used in the marks displayed must also be a Roman capital letter. The aircraft must display the word “restricted” or “experimental” near each entrance to the cabin, cockpit, or pilot
3-16 station. The letters making up the word “restricted” or “experimental” cannot be less than 2 inches nor more than 6 inches in height. (Refer to part 45, § 45.23.)
3.4.10 Fixed-Wing Aircraft Markings. Unless otherwise exempted, fixed-wing aircraft must display their required markings on either the vertical tail surfaces or the sides of the fuselage. Markings on the vertical tail surfaces must be horizontally affixed on both surfaces of a single vertical tail or on the outer surfaces of a multivertical tail. Markings on the fuselage must be affixed horizontally on both sides between the trailing edge of the wing and the leading edge of the horizontal stabilizer. (Refer to § 45.25.)
3.4.11 Rotorcraft Markings. Unless otherwise exempted, each rotorcraft display must include the Roman capital letter “N” followed by the registration number of that rotorcraft. The marks must be displayed horizontally on both surfaces of the cabin, fuselage, boom, or tail. (Refer to § 45.27.)
3.4.12 Size of Markings (Nationality and Registration Marks).
3.4.12.1 Unless otherwise exempted, the height of the markings for a fixed-wing aircraft must be at least 12 inches. Aircraft manufactured between November 2, 1981, and January 1, 1983, that are displaying marks of at least 2 inches high may display those marks until the aircraft is repainted or the marks are repainted, restored, or changed.
3.4.12.2 Unless otherwise exempted, rotorcraft markings must be at least 12 inches high. Rotorcraft manufactured between April 18, 1983, and December 31, 1983, may display the marks required of that time period until the aircraft is repainted or the marks are repainted, restored, or changed.
3.4.12.3 If an aircraft will be penetrating an Air Defense Identification Zone (ADIZ) or distant early warning identification zone (DEWIZ), it must display nationality and registration (temporary or permanent) marks of at least 12 inches in height. (Refer to § 45.29.)
Figure 3-1. Exceptions to Displaying the N-Number Displaying an N-number on a restricted-category aircraft or aircraft certificated as experimental Unless the aircraft’s category is included between the letter N-number and the registration number (e.g., NR1234 for a restricted aircraft), the aircraft must display near each entrance to the cabin or cockpit the term “limited,” “restricted,” or “experimental,” as appropriate. The term should be visible to anyone entering the aircraft and should be 2 to 6 inches high.
Displaying an N-number on an aircraft with multiple airworthiness certificates The operator may use a removable category placard for the term “restricted” or “experimental,” as appropriate. The term should be 2 to 6 inches high.
3-17 Displaying an N-number on a restricted-category aircraft or aircraft certificated as experimental Unless the aircraft’s category is included between the letter N-number and the registration number (e.g., NR1234 for a restricted aircraft), the aircraft must display near each entrance to the cabin or cockpit the term “limited,” “restricted,” or “experimental,” as appropriate. The term should be visible to anyone entering the aircraft and should be 2 to 6 inches high.
Displaying a minimum-height N-number on a fixed-wing aircraft On an aircraft displaying 2-inch marks before November 1, 1981, and on aircraft manufactured between November 2, 1981, and January 1, 1983, the display marks may remain until the aircraft is repainted or the marks are repainted, restored, or changed. The N-number, after such alterations, must be 12 inches high.
Displaying a minimum-height N-number on a rotorcraft On a rotorcraft manufactured and marked before December 21, 1983, the display marks may remain until the rotorcraft is repainted or the marks are repainted, restored, or changed. The N-number, after such alterations, must be 12 inches high.
Displaying required marks on a surface not large enough to meet size requirements
(1) If one of the surfaces authorized for displaying required marks is large enough to display marks meeting the size requirement and the other authorized surface is not large enough, the display must be full-sized marks on the larger surface.
(2) If neither authorized surface is large enough for full-sized marks, operators must display marks as large as practicable on the largest authorized surface.
3.4.13 Imported Aircraft. Foreign-manufactured aircraft may be imported and TC’d in the restricted category by following the procedures in § 21.29. Because there are not any published airworthiness standards, the certification basis has to be established before initiation of the certification. Applicants must comply with all other procedures in § 21.29. For example, the country of manufacture: 1) must certify that the aircraft conforms to the approved type design, and 2) the aircraft type must be within the scope of the applicable bilateral agreement. Foreign-manufactured aircraft that are TC’d in the standard category are considered the same as domestic aircraft, and are eligible for a restricted-category TC.
3.4.14 TC of Military Surplus Aircraft.
3.4.14.1 The type certification process for surplus aircraft of the U.S. armed forces under § 21.25(a)(2) would include an FAA evaluation of the military safety record of the aircraft model. An aircraft the military declares as not Airworthy is not eligible for certification in any category. Title 14 CFR parts 23 or 25 would prescribe the certification basis for approval of modifications to a military aircraft that was never TC’d in any category. The applicant must demonstrate under § 21.25(a), “that no feature or characteristic of the aircraft makes it unsafe when it is operated under the limitations prescribed for its intended use.”
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3.4.14.2 For a surplus military aircraft, § 21.185(b) requires the FAA to determine that the aircraft is in a good state of preservation and repair, and in a condition for safe operation. In making those determinations, the certificating inspector may require any degree of teardown for inspection. The inspector may need to search aircraft records to establish the condition of the aircraft and its systems that could deteriorate over a long period of storage. This inspection can occur simultaneously with the type certification process.
3.4.15 Maintenance of Restricted-Category Aircraft. Restricted-category aircraft must meet the applicable maintenance requirements of parts 43 and 91, including the accomplishment of Airworthiness Directives (AD).
3.4.16 Authorized Operations Over Congested Areas. Unless otherwise exempted, for authorized operations over congested areas, the following are applicable to the specific aircraft listed:
3.4.16.1 Aircraft other than large or turbine-powered must have completed at least one of the following:
• A 100-hour or annual inspection within the past 100 hours of time in service;
• A 100-hour or annual inspection by a person authorized by an authorized mechanic; or
• An inspection under a progressive inspection system.
3.4.16.2 An aircraft that is a large or turbine-powered, multiengine civil airplane of U.S. registry must be inspected under the applicable inspection program requirements of § 91.409.
3.4.16.3 Except for a helicopter, an aircraft must be equipped and capable of jettisoning at least one-half of the aircraft’s maximum authorized load of agricultural material within 45 seconds. An aircraft equipped with a device for releasing the tank or hopper as a unit must have a means to prevent inadvertent release by the pilot or other crewmember.
3.4.16.4 Operators must take additional safety measures to ensure persons and property are not at risk when conducting congested area operations. The operator is required to arrange with appropriate officials to take the necessary measures to conduct the operation safely in the interest of public safety. These measures may include precautionary actions, like blocking off streets and other areas that could be used for an emergency landing.
3.4.16.5 The aircraft may not be operated over a congested area below the altitudes prescribed in part 91, except during the actual dispensing operation, including the approaches and departures necessary for that operation. Above all, the operator must ensure they comply with the requirements in § 137.51.
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3.4.16.6 Operators who propose to use multiengine aircraft for the CAP must prove that they can operate under the performance requirements in § 137.51(b)(5)(ii). The operator can accomplish this by presenting the FSDO with conclusive, documented performance evidence. If it is necessary to takeoff over a congested area during dispensing operations, the operator must provide such evidence to determine compliance with § 137.51(b)(5)(i).
Operators who cannot meet these requirements may not takeoff over a congested area.
Table 3-1. Additional Resources for Aircraft Requirements (current editions) Document Number Document Title AC 00-60 North American Free Trade Agreement and Specialty Air Services Operations AC 21-18 Bilateral Airworthiness Agreements AC 21-21 Use of Automobile Gasoline in Agricultural Aircraft AC 21-23 Airworthiness Certification of Civil Aircraft, Engines, Propellers, and Related Products Imported to the United States AC 21.25-1 Issuance of Type Certificate: Restricted Category Agricultural Airplanes FAA Order 8110.4 Type Certification FAA Order 8130.2 Airworthiness Certification of Products and Articles FAA Order 8900.1, Volume 8, Chapter 5, Section 1 Issue Airworthiness Certificate for an Aircraft FAA Order 8900.1, Volume 16 Unmanned Aircraft Systems
4-1 CHAPTER 4. SAFETY AND SECURITY INDUSTRY PRACTICES FOR
AGRICULTURAL OPERATORS
4.1 Purpose. This chapter introduces the applicant/operator to agricultural aircraft operator industry practices regarding operational safety procedures and security pertinent to agricultural operations. The FAA does not mandate the information in this chapter; this information does not constitute a regulation.
4.2 Safety Procedures.
4.2.1 Safe Handling of Economic Poisons. The operator/applicant is required to have satisfactory knowledge about safeguards to protect the pilot against contamination and the safe handling of economic poisons. If the operator/applicant handles economic poisons, they should use the following guidelines:
1. The agricultural pilot who is engaged in the actual application of economic poisons should not assist (although not prohibited) in the mixing or loading of highly toxic poisons.
2. Ground crews should receive a briefing about economic poisons. The crews should wear protective clothing recommended for the particular chemical in use and the environment where it is being handled.
3. When using flagmen during an application of economic poisons, they should be briefed about the potential hazard of the pesticide in use. Flagmen handling economic poisons should wear the appropriate personal protective equipment (PPE).
4. Persons working closely with or handling pesticides should change clothes and bathe at the end of the operation, or immediately if pesticide contacts the skin. Follow the material safety data sheet (MSDS) recommendations. Persons who handle pesticides should wear clean work clothes daily.
5. If operators obtain water from streams or ponds for mixing purposes, the pesticide should not be allowed to contaminate the water source. If the pesticide is spilled on the ground, it may be acceptable to cover the contaminated area with dirt until other protective measures can be taken.
6. Operators should clean the aircraft and spray equipment daily, or as often as necessary to remove accumulation of pesticide residue.
7. While cleaning aircraft, operators should not allow the drainage to run into a sewer, ditch, pond, or stream.
4.2.2 Additional Guidance. For more detailed information regarding personal protection against pesticides, the operator/applicant should consult the publication titled, “Guidelines and Precautions to be Taken by Personnel in Storing, Using, Handling, and Disposing of Agricultural Chemical Pesticides,” at http://www.afm.ars.usda.gov/ppweb/PDF/600-12-ARS.pdf.
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4.3 Safe Operating Procedures for Aircraft.
4.3.1 Sloping Terrain. When conducting operations over sloping terrain, operators should be cautious relative to the direction of swath runs. Flying up the slope may result in stalling the aircraft before reaching the end of the swath run, or contribute to an inadvertent stall during the pullup or turnaround.
4.3.2 Turnarounds. Turnarounds (procedure turns) are normally made on the downwind side of the centerline of the swath. The pilot must maintain situational awareness with regard to unfavorable terrain, wires, guy wires, poles, trees, or other obstructions. If a no-wind condition exists, usually the best procedure is to make the turn into an open area (if available) in the event of power loss or failure.
4.3.3 Swath Run. Agricultural pilots should not look back at the swath during a swath run.
Doing so may result in allowing the aircraft to fly into the ground or other obstruction.
4.3.4 Push/Pull Devices. If the aircraft is equipped with a push/pull device for starting and stopping the flow of agricultural material, the pilot should be especially alert to not unintentionally close the throttle or further open the hopper or tank at the end of a swath run.
4.3.5 Flying Under Wires. Inexperienced agricultural pilots may tend to apply forward pressure on the elevator or cyclic control when flying under wires. Pilots should avoid such a tendency because once any part of the aircraft wheels or skids becomes entangled in crop foliage, it may be difficult to prevent the aircraft from being pulled into contact with the ground. The vertical stabilizer may also contact the wires as the aircraft passes underneath them.
4.3.6 Close Proximity to Aircraft. Pilots who will operate two or more aircraft to simultaneously work a field should discuss how they will safely operate in close proximity. Pilots operating in close proximity should be aware of their location in relation to other aircraft.
4.4 Survey Prior to Starting Operations. In addition to the preflight action required by § 91.103, the FAA suggests operators/applicants take the following steps before starting agricultural aircraft operations:
4.4.1 Working Area. The pilot should survey the working area, including the area over which turnarounds will be made. If obstructions to flight include structures, trees, wires, METs, wind turbines, AWES, communication towers, or unfavorable terrain, etc., and the pilot has not previously or recently worked the particular area, it may be necessary to conduct a ground survey. The pilot should also conduct a ground survey when he or she finds it necessary to fly under wires.
4.4.2 Surrounding Areas. Survey the area immediately surrounding the working area in an attempt to locate sensitive areas, such as poultry farms, beehives, animal corrals, wetland areas, etc.
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4.4.3 Densely-Populated Areas. In many areas throughout the United States, large housing or other densely-populated areas now occupy land previously used for a farm, orchard, or range. When the agricultural pilot applies economic poisons or other agricultural materials to an area immediately adjacent to a densely-populated area, persons living in those areas may complain about the resulting engine noise and possible drift. Operators should advise the occupants of such areas before conducting dispensing operations.
4.4.4 State and Local Laws. The FAA suggests the agricultural pilot learn applicable state and local laws relative to such topics as honey bees, maximum wind velocity, droplet size, and the economic poison to be dispensed.
4.5 Precautions for Sulfur Dust Fires.
4.5.1 Combustion. Sulfur dust as used in sulfur dusting is combustible. Sulfur has a very low ignition point and is highly combustible when atomized with air (which occurs during dusting operations). Sulfur readily picks up electric charges, which under atmospheric conditions of low relative humidity, may result in combustion. There are actual cases of sulfur igniting when thrown from a shovel due to static electricity. Such occurrences are rare, but they serve as examples of how easy it is to ignite sulfur. In the industrial handling of sulfur (pulverizing, grinding, etc.), every effort is made to prevent the formation of a cloud of sulfur dust because of the danger of explosion.
4.5.2 Causes and Precautions. During aircraft dusting operations, the objective is to form a cloud of sulfur to widely distribute the insecticide. The problem of resolving fire prevention in sulfur dusting operations is more complicated than in industry. The importance of using extreme care in sulfur dusting operations cannot be overemphasized.
Pilots should be aware of the potential causes of sulfur fires and the precautions listed below:
1. Dusting with a dirty aircraft coated with oil and sulfur dust increases the risk of a sulfur fire occurring. Keep the aircraft used for spreading sulfur as clean as possible at all times.
2. The engine exhaust system should be free of leaks; use the best grades of lubricating oil to decrease carbon formation.
3. Exercise care while loading the hopper to prevent foreign matter (wire, paper, etc.) from getting in the hopper. Such foreign matter can cause a spark or clog in the agitator shaft, causing it to overheat, thus starting a fire.
4. Do not smoke in the vicinity of sulfur dust.
4.5.3 Relative Humidity. Fires that occur while dusting with sulfur usually happen under conditions of low relative humidity. Relative humidity is usually lowest during the late morning and early afternoon. As a further precaution against sulfur dust fires, pilots should dust only in the early morning or late evening, preferably during the early morning. Pilots should not suddenly open the throttle except in case of an emergency.
Sparks from a sudden blast of exhaust can enter the dust swath.
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4.5.4 Pullup. The pullup at the end of the field directs exhaust downward toward the dust swath. The hopper gate should be closed before beginning the pullup to minimize the possibility of fire. This may slightly reduce the efficiency of the dusting operation, but the pilot can always fly across the ends to spread dust on the parts of the field missed by closing the gate early.
4.5.5 Ventilation. Compartments where dust might collect should have ventilation and be free of ignition sources, such as electrical circuits (unless special provisions are made to prevent sparks from short circuits or other sources, such as unsealed circuit breakers).
Previous favorable experience does not minimize the hazard of dusting with sulfur.
Remember, it takes only one act of carelessness or inattention to cause a disastrous fire.
4.5.6 Engine Exhaust System. Keeping the engine exhaust discharge and sulfur dust apart can prevent fires from hot carbon sparks. The engine exhaust system should be arranged so that it will not discharge exhaust gases under or along the bottom of the aircraft. Sulfur ignites at a temperature of approximately 500 ºF, depending upon its form. The temperature of the exhaust from an aircraft engine is about 1,500 ºF when discharged from the cylinder. Although the gas will cool considerably in the exhaust manifold and will cool further upon coming in contact with the outside air, a potential fire hazard still exists. It is desirable to place the exhaust outlet as far from the path of the sulfur discharge as possible. The exhaust discharge should be directed so that it will not blow into the dust swath when a pullup is initiated.
4.5.7 Aircraft Bonding. All aircraft that spread sulfur dust should be completely bonded by connecting all metal parts with electrical cable and also should have sharp-pointed, static-discharge rods on each wing tip to provide the most protection against a spark discharge. Complete bonding of an aircraft will prevent differences in electrical potential between various metal parts, and will thereby prevent sparks from occurring between these parts. Sometimes it is not possible or practical to completely bond all parts of the wings and tail surfaces, but at least the following should be bonded: the fuselage aft and in the vicinity of the hopper, the struts and fittings adjacent to the hopper, and the hopper itself.
4.6 Agricultural Aircraft Maintenance Precautions. Maintenance personnel working on agricultural aircraft (manned or unmanned) may be exposed to pesticides from a single product or a mixture of contaminated products. Degraded by-products of some pesticides are more hazardous than the parent product. Routes of exposure through the skin may be significant; perspiration can enhance exposure. Agricultural aircraft and external parts should be thoroughly cleaned before repair. The FAA recommends that maintenance personnel of aircraft and dispensing equipment wear PPE for skin and respiratory protection to limit exposure to contaminates.
4.7 Security Regulations.
4.7.1 Transportation Security Regulations (TSR). The Transportation Security Administration (TSA) issues and administers TSRs, which are codified in Title 49 of the Code of Federal Regulations (49 CFR) parts 1500 through 1699. Many TSRs are FAA rules that were
4-5 transferred to TSA when they assumed the FAA’s civil aviation security function on February 17, 2002. These regulations can be found at http://www.tsa.gov/.
4.7.2 Applicability. These regulations pertain mainly to certificate holders and commercial operators. Most parts of 49 CFR parts 1540 through 1562 apply to aircraft operators holding Operating Certificates under 14 CFR part 119. Part 119, § 119.1(e)(4)(i) excludes part 137 operators from compliance with part 119. The following parts of 49 CFR, parts 1540 through 1562, are provided for reference and informational purposes only as they relate to agricultural aircraft operators:
4.7.2.1 Title 49 CFR part 1540, Civil Aviation Security: General Rules, contains rules that cover all segments of civil aviation security and contains definitions that apply to parts 1540 through 1562.
4.7.2.2 Title 49 CFR part 1550, Aircraft Security Under General Operating and Flight Rules, applies to the operation of aircraft for which there are no security requirements elsewhere in parts 1500 through 1699, including General Aviation (GA) aircraft.
4.7.2.3 Title 49 CFR part 1550, § 1550.7, Operations in Aircraft of 12,500 Pounds or More, the “Twelve–Five Rule,” requires that certain operators using aircraft with a maximum certificated takeoff weight of 12,500 pounds or more carry out a security program. This program was effective April 1, 2003.
4.7.3 GA Threat Vulnerability.
4.7.3.1 Historically, GA airports were not subject to Federal rules regarding airport security. Before September 11, 2001, the Federal government’s role in airport security focused exclusively on airports serving scheduled operations. Now, TSA must examine all aspects of the transportation system for vulnerabilities to terrorist activities.
4.7.3.2 The TSA has not taken a position that GA airports and aircraft are a threat in and of themselves. As vulnerabilities within other areas of aviation have been reduced, GA may be perceived as a more attractive target and, consequently, be more vulnerable to misuse by terrorists. The security guidelines outlined in this document will help agricultural aircraft operators determine the necessary security measures at their facility to reduce vulnerabilities.
4.7.3.3 GA includes a broad range of aircraft and aviation activity that vary greatly in size, function, and operational characteristics. GA airports and operations differ in their security needs. The TSA understands that “one size fits all” security will not accommodate the entire spectrum of GA airports and facilities. A privately-owned landing strip in a rural area would not need to implement the same security measures as a large, corporate GA airport near a major metropolitan area. While the potential for misuse of an aircraft operating from the rural airport exists, each operator should employ the following basic security rules:
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1. Lock facilities.
2. Secure aircraft.
3. Be aware of unusual activities.
4. If suspicious activities are occurring, contact the TSA at 866-GA- SECUR (427-3287)
5. If facing an urgent threat, dial 911 for immediate assistance.
4.7.4 Agricultural Aviation Security Measures.
4.7.4.1 An aerial application plane has never been involved in any terrorist activity.
Various industry organizations have aggressively promoted enhanced security procedures. In an effort to mitigate the potential of a threat, the agricultural aviation industry has adopted the following security measures:
1. Store aircraft and crop protection products in locked hangars with electronic security systems.
2. Park and disable loader trucks, forklifts, or use other equipment to block aircraft.
3. In cases where the aircraft must be left outdoors, use propeller locks, propeller chains, or tie-downs on aircraft.
4. Remove batteries and render engines mechanically inoperable on unused aircraft.
5. Install hidden security switches to prevent unauthorized startup of the aircraft.
6. Establish contact with Federal and local Law Enforcement Agencies (LEA) to coordinate responses to security breaches at agricultural aviation facilities. Encourage operators to list the appropriate LEA telephone numbers in a prominent place within their operations.
7. Encourage the use of outdoor security lighting around hangars and operations.
4.7.4.2 The National Agricultural Aviation Research & Education Foundation (NAAREF) conducts an educational program for agricultural aviators during the off-season called Professional Aerial Applicators’ Support System (PAASS) program. This educational program travels from state-to-state each year emphasizing aviation security, safety, and drift mitigation. The security module has been presented in over 33 states and attended by nearly 2,000 agricultural pilots.
4.7.4.3 Aerial application is an important component in the production of food and fiber in the United States. Also, it is an important means of fighting forest and brush fires and providing public health spraying services.