James Burgess

How did you get into flying?

I always knew I wanted to get into topdressing, from the moment I watched a yellow biplane fly over our house. I think  I must have been about eight years old and seeing that aircraft once a month intrigued me. Agricultural flying looked like something I’d enjoy.

Tell us about your job?

I’m a freelance agricultural pilot. Based in Methven, on the South Island of New Zealand. I provide aerial topdressing services for different companies throughout the country. The majority of the work is on the North Island where there’s more farming. 

“At 100ft above ground, it’s vital to pick your lines carefully”

Small airstrips are dotted all around New Zealand’s countryside – if you don’t have one, chances are your neighbour does. 

My work varies hugely. Sometimes I topdress one paddock at the time, which takes a few minutes, other farms use thousands of tonnes of fertiliser, which takes weeks. The terrain also varies. From the Southern Alps where you’re literally spreading up to the snowline, to the coastal farms in the North. 

There’s never a dull day, although they are long, starting before dawn, returning after dark. When spreading fertiliser you’ve got to concentrate. Flying back to the airstrip after each load you can admire the views, which are often spectacular.

The aircraft carries a maximum of 2,200 kilos of fertiliser. Fully loaded it’s definitely not an aerobatic aircraft, it doesn’t handle well so you’ve got to treat it gently. Flying is often done from short, unprepared one-way airstrips. At 100ft above ground, it’s important to pick your lines carefully, particularly if there’s a hill climb involved. Good stick and rudder skills are an absolute must. Also important in this job is stock sense. As you’re flying over farms, you need to understand animal behaviour to avoid creating havoc. Topdressing comes with many challenges, but once you get into the groove, it’s very enjoyable.

What training did you have?

With my CPL and taildragger rating, I towed gliders to increase my hours. I then became a loader driver, you learn lots while loading the aircraft with fertiliser, it’s like a topdressing apprenticeship. The company I was working for at the time was short on survey aircraft pilots though, so I did survey work in Africa for a year.

Afterwards I lived in Queenstown for a year, flying skydivers. I then was asked to go to Nepal to train local pilots on the P-750 X-STOL. Since they didn’t have enough pilots, I stayed for 2.5 years. Returning to New Zealand, in 2012 I started working as an agricultural pilot.

What’s been your favourite flight?

It’s really hard to beat flying first thing in the morning, when the sun just starts to beam across the hills, the air is still calm, and there’s not a bump in the sky. That’s how I start most of my days.

And your favourite airfield?

Lukla, Tenzing-Hillary Airport. I’ve landed there hundreds of times and really enjoyed it. It’s a place that’s held in high esteem among aviators, even before it got on all the ‘craziest airport’ lists. You have to treat the area with respect, but when you take all necessary precautions, flying among the Himalayas can be thoroughly rewarding. Lukla Airport is also special for me because of the New Zealand connection. It was co-founded by Sir Edmund Hillary, a fellow Kiwi, which makes me proud.

Do you get to fly much outside of work?

Not so much. In my spare time I’m currently training for my C and E Cat flight instructor rating, which will allow me to instruct agricultural pilots. A mate has offered me his Cessna 180 to fly, so once I’ve obtained those ratings I’ll do some more private flying.

What’s the most valuable advice you’ve received?

Never stop learning. A good friend and mentor of mine told me that. He’s now retired, but he constantly kept acquiring knowledge. Even when instructing younger guys, he was gaining new insights, learning from those he was supposed to be teaching.