The art of Sharon Rajnus will be featured in the EAA Museum this year (Click to enlarge)

Mission Aviation Moments: A History Through Art – In keeping with the AirVenture 2009 “Fly for Life” theme, award-winning artist Sharon Rajnus has created a series of paintings depicting historic moments in mission aviation to debut July 2009 at Oshkosh. From the Andes to Oshkosh, the artist will tell the stories behind these paintings.

Name:    Sharon Rajnus
Company/Organization:    American Society of Aviation Artists
Sponsor of Series: Quest Aircraft Company
Website:     www.rajnusart.com
Biography:
Sharon has won awards from EAA, National Museum of Naval Aviation, Aviation Week and Women in Aviation, International, and others. She has piloted Stinsons, Maule, C-120 and Helios to out-of-the-way places.
Presentations:    Wednesday, 7/29/2009 – 4:00 PM – 5:15 PM – 027 Vette Theater – Museum Lower Level

“During the Ebola outbreak in October of ’07, we went into the hot zone two and three times a day,” said MAF Pilot, David Francis. "We just see this as firmly within our mission" (Click to enlarge)

“During the Ebola outbreak in October of ’07, we went into the hot zone two and three times a day,” said David Francis, a Cessna TU206 pilot from Memphis, Tenn., who operates out of Ndolo Airport (FZAB) in Kinshasa, the Congo. “Nobody else would fly in there. Even the UN pilots refused. They didn’t want to go into a contagious area. We just see this as firmly within our mission.”

But what kind of mission would require that kind of commitment and potential sacrifice?

“Helping relieve suffering,” Francis said. “That’s why God put us here.

The mission, simply put, is mission aviation: pilots, deeply committed to their religious beliefs, flying in support of missionary and humanitarian activities around the globe. In addition to the challenges associated with bush flying, over the years mission aviation pilots have contended with armed insurgencies, government harassment, civil unrest, natural disasters and even death at the hands of indigenous peoples they seek to help.

The global mission

Dozens of missionary aviation organizations operate around the globe. The International Association of Missionary Aviation in Worthington, Minn. (this website) counts some 50 in its membership, according to president Chuck Daly. Francis, the pilot in the Congo, flies for Mission Aviation Fellowship ( www.maf.org), based in Nampa, Idaho, one of the oldest and largest such organizations. Operating in Africa, Asia and the Americas, its 130 aircraft conducted more than 88,000 flights last year, serving some 3,000 locations, the great majority of them remote and otherwise inaccessible.

“The kind of environment we fly in is hostile, not just in the air and in the airstrips, but in the countries in which our people are based,” said John Boyd, MAF president and himself a former mission aviation pilot. “Most of the time you’re living in situations with no running water, no constant electricity, no telephone, no shops. You have none of the support you would have grown up with here in the U.S.”

MAF’s roots go back to World War II, an outgrowth of prayer meetings held by a small group of pilots operating in the Pacific theater. The gatherings gave rise to the Christian Airmen’s Missionary Fellowship, MAF’s predecessor organization, launched in 1945. The following year the organization began missionary work in Mexico with its first airplane, a 1933 Waco

Initially operations were focused solely on the ministry, such as bringing translated Bibles to remote villages and transporting missionaries to their posts. But In the decades since, the scope and scale of MAF’s operations have grown dramatically.

“Basically, you become the logistics system of the country,” said Harry Berghuis, a Papua, Indonesia-based MAF pilot from Holland. “Everything that needs to be transported has to be done by the airplane. We form a big part of that.”
“Typically in a week we’re flying a mixture of freight, medicines and parts to the interior stations, and we do the mail delivery as well to a lot of the small villages,” said Francis of his work in Africa. “And we’re flying sick people in and out of the villages to better equipped hospitals, and flying missionaries and pastors.”

MAF also transports personnel from NGOs (non-governmental organizations) such as the International Red Cross and Doctors Without Borders. But make no mistake: spiritually rewarding though it may be, there is nothing glamorous about this work.

“It’s not about just jumping in your airplane and having a jolly for a couple of hours,” Boyd said. “You’re going out of eight to ten tiny airstrips a day, loading and unloading in 110 degree heat, flying around weather and over mountain ranges.”

Candidate requirements

Because of the demands of this calling, both in the air and on the ground, prospective MAF pilots are carefully screened and evaluated. (Click to enlarge)

Because of the demands of this calling, both in the air and on the ground, prospective MAF pilots are carefully screened and evaluated. All MAF pilot/mechanics must complete a minimum of 400 hours of flight time, and hold instrument and commercial ratings. And because they are expected to maintain and repair as well as fly the airplanes, they must also have an A&P (airframe and powerplant) license. Twelve credit hours of biblical training is another requirement. MAF also evaluates prospective pilots and their spouses – who will be stationed with them, along with their children, during the two-and-a-half to three-and-a-half year terms they are expected to serve – to ensure they are psychologically fit to handle life in the field.

“It’s not for everybody,” said Brent Palmer, another Papua, Indonesia-based MAF pilot. “I’ve seen a lot of people come and go. There are people who come out with good faith and they can’t hack it. The stress, the remoteness, the difficulty in living, whatever it is, it was just not what they expected.’’

Another requirement of missionary life further filters out all but the most committed: Missionary pilots are expected to raise the money to underwrite their service, typically from their church, community, and other sponsors. MAF pilot salaries are pegged to the cost of living in the country of operation. A pilot with a family of four earns an average $2,627 per month.

All applicants accepted for consideration undergo a technical evaluation at MAF headquarters. The evaluation includes ten hours, divided between flight time in a turbocharged Cessna TU206 to check their piloting abilities, and in a simulator to test instrument flight skills. That’s followed by a practical examination of their A&P talents. Thirteen to fifteen pilots undergo technical evaluation annually, and about 10 go on to the next phase, technical standardization training.

“Attitude is everything,” said Dave Ringenberg, an MAF instructor pilot. “It’s easy to teach a skill. It’s harder to teach an attitude.”

Training

Technical standardization consists of 40 hours of ground school followed by 30 hours of flight in a C-TU206 equipped with Garmin GNS 430 IFR-certified panel-mounted GPS, a Codan HF radio (used for transmitting position reports to a base station) and STOL kits. During this training pilots learn the standard procedures MAF uses everywhere it operates, focusing on three key areas: checklists, dealing with terrain, and making stabilized, power-on approaches.
“A written checklist is used for all phases of flight and preflight for MAF operations,” said Ringenberg.

The training location takes advantage of Idaho’s wealth of challenging back-country strips, giving trainees a taste of the kind of terrain and rugged landing sites they’ll encounter in the field. These operations also hammer home why power-on approaches are a necessity for bush ops: shifting winds and up- and downdrafts require power management to negotiate while maintaining a precise approach angle and airspeed. The end result is a predictable touchdown point.
Given the training, commitment and skill required for this kind of aviating, it’s noteworthy that many who find their way into MAF were not pilots when they decided to enter this line of work.

“I had a desire to be in full time ministry, the Lord just hadn’t shown me what it was going to look like yet,” said Texas-born Palmer, who before coming to MAF was a software engineer for Morristown, NJ-based Honeywell International, working on TCAS II, the airline collision avoidance device. “Right after I got married I heard about mission aviation, how they could use airplanes in ministry. I wasn’t even a pilot.”

“We asked the Lord what he wanted us to do,” said Berghuis of he and his wife, Willie. “And over and over it came to our attention there was a shortage of pilots in mission work. We thought, ‘Hey, maybe this is it,’ and decided if the Lord wanted us to do that, he’d show us how. We don’t have to worry about the details.” According to Berghuis, support just seemed to fall into place. “He provided in a miraculous way,” Berghuis said.

Even Ringenberg, the instructor pilot, heard the call of his faith before that of the sky. “I had a desire to serve God, but I didn’t know how. One day a friend encouraged me to be a missionary,” Ringenberg said. “That same friend encouraged me to look into aviation. I never thought of that before.”

Education of a missionary pilot

MAF Pilot, Brent Palmer, on the field in Papua getting the traditional dousing after completing a Caravan checkout. (Click to enlarge)

A number of Bible colleges offer aviation programs, enabling students to graduate with all the ratings, licenses, and religious training a mission aviation career requires. But it seems each pilot finds his own path to the left seat, and each represents a tale of persistence and faith rewarded. Palmer, after four years at Honeywell and a lot of soul searching with his wife, Melanie, and church members, enrolled in LeTourneau University in Longview, Texas, a Christian school with a mission aviation program. In three years he had his requisite licenses and a bachelor of science degree and a minor in Bible studies.

“That got me about 250 hours of flight time,” Palmer said. “MAF required 400, so I had to get another 150 hours.”

Palmer went back to work as a programmer and convinced his company to give him the cash equivalent of an airplane ticket when he had to travel on business. He used the money toward the rental of a Piper Warrior and flew himself on the trips, building up hours while he honed the pilotage navigational skills of a missionary aviator.

“I flew from east Texas to Toronto, Ontario, and I never turned on a nav radio,” Palmer said. “I flew the whole trip 1,000 feet AGL (above ground level). I had drawn exactly on the sectionals where I was going to go – you have to recognize every landmark you fly over.”

Palmer was accepted for his technical evaluation by MAF with 401.2 hours total time. He passed the flying evaluation with glowing reviews but failed the maintenance check.

“That was pretty devastating at first,” Palmer recalled. “They said to go work for a year as an aircraft mechanic and come back. But I was over 30 at that point. I had been working on this goal for many years.”

After considering his situation, the evaluation team told Palmer to get a C-206 service and parts manuals, study hard, and get some A&P work. Six months later Palmer came back and passed the maintenance exam, and then the month-long technical standardization course.

“From there they put you on a pretty well thought out regime preparing you to get overseas,” Palmer said.

Field conditions

But the novice’s training is far from over. After arriving on station, pilots often spend months before they fly. Rigorous language instruction and cultural orientation courses come first. Flying begins only after the pilot and his family are settled and integrated into the community. It commences with more training, applying the standard operating procedures learned in Idaho to the specific locations in which they fly. Typically MAF operates out of one or more main bases in a given country, from where pilots access to a network of remote locations. MAF operates both C-TU206s and the turbine powered C-208 Cessna Caravan.

The airstrips are typically hacked out of jungle, sometimes on mountainsides. Cleared areas can be little more than 1,000 feet in length, and sloped 20 degrees or more. (Click to enlarge)

The en route terrain often has no distinct features: no roads, power lines, or human settlements to help with pilotage. Everyone involved in mission aviation acknowledges that GPS with moving map displays has revolutionized the task of navigating in these remote landscapes.

“The GPS has allowed us to operate with more precision and safety, and with a lot less stress,” said Francis. “I don’t have to get down so low and look at all the individual river bends, the little-bitty landmarks they had to use in past, just to keep from being disoriented. We can get above the cloud layers.”

Francis, by the way, came to mission aviation after 17 years of designing advanced military aircraft for Lockheed Martin, the Bethesda, Md.-based defense contractor. “Be prepared to follow God’s leading – no matter what stage in life you may be in,” he said of his late start as a missionary pilot. “Don’t be surprised if that path may make some big turns along the way.”

Guidance from above notwithstanding, MAF pilots must be prepared to fly all their routes without GPS. Equipment failures have occurred in the field, and the units have to be considered as back-up gear. Pilots typically use ONC charts for navigation, and in the parts of the world where MAF operates, large swaths of the charts may be blank, accompanied by a simple printed legend noting that relief data is unavailable; the pilots are operating in uncharted territory.

The airstrips are typically hacked out of jungle, sometimes on mountainsides. Cleared areas can be little more than 1,000 feet in length, and sloped 20 degrees or more. Rain can render them unusable with no visual indication. Swirling gusts created by orographic lifting can routinely render strips unusable after midmorning. Some are tucked into valleys so steep and narrow that a mile out on final the pilot is committed to landing; there’s not enough lateral room for a 180 degree turn, and the terrain ahead rises too steeply to outclimb.

“You take a pilot who hasn’t been exposed (to such conditions) into those strips, he’ll be blown away,” said Berghuis. “We can do it because of our training. And even more important is the proper decision-making. You have to be able to decide, ‘Is it safe to land?’”

Keeping the faith

Truly the dedication and sacrifice mission pilots routinely make is a testament to their tremendous conviction. Yet some might contend all pilots are creatures of faith. How can one not believe in the miraculous if he is willing to bet his life time and again that a hunk of metal weighing more than a ton can move through the sky, seemingly impervious to gravity’s pull? And most aviators regard the cockpit as a sanctuary, and flight as a spiritual experience. How else to explain the aviator’s axiom, “God is my co-pilot”?

Boyd chuckles when asked for comment about that phrase, and whether it carries increased weight for mission aviation pilots.

“We tend to believe that very openly at MAF,” Boyd said. “I have been a pilot and have been in situations where I can honestly testify I know God was with me. Certain things happened and otherwise I would not have survived. And there are many instances daily where we can truthfully testify that is a distinct feeling, call it what you will. (But) you try not be flippant about it. (MAF) pilots have lost their lives.”

And not just in accidents. In 1956, missionary pilot Nate Saint and four colleagues were killed in Ecuador by the Auca Indians they had come to help. News of the tragedy spread worldwide, drawing attention to missionary aviation and bringing more volunteers and supporters. (Seven of the nine Indians who attacked the missionaries and many of the tribe members subsequently converted to Christianity.) No MAF pilot has been lost in more than a decade, but overall, 18 have died in accidents.

“And the question is,” Boyd continued, “‘Where was God then?’ As Christians we have to say that is part of God’s plan.”

However one regards the plans and designs of the divine, MAF and its brethren organizations are witnessing an increase in mission aviation. And that is a blessing for the multitudes who depend on the aerial lifeline they provide.
“We think that missionary aviation is going to be around for a long time,” said Ringenberg. “There will always be people in need in remote locations around the world, and people who want to serve God by serving people.”

_____________________________________

By James Wynbrandt
Reprinted with permission of Pilot Magazine.

Based on a personal trip to the jungles of Southeast Asia and private interviews with the pilots and technicians of JAARS, this book tells it like it is, taking the reader inside the cockpit and into harms way with men and women of deep faith and profound commitment to service through professional excellence.

JUNGLE FLIGHT was written to motivate future mission aviators and technicians and to inspire the “senders” who support mission aviation.

The book is a great gift for your flight school students, supporting churches and anyone else interested in mission aviation.

David Reeves, President of JAARS says, “I could write pages about the accuracy of the stories. I recommend it!”

This book is available at  Amazon.com or   Xulonpress.com. 

Contact the author at daneskelton@hotmail.com.

Rob (also and more commonly known as “Smokey”) and Teena both work for Southwest Airlines.

Rob, a former Air Force F-16 pilot,  is now Captain up front on the flight deck of a Southwest Airlines 737.  Smokey’s flying career spans from his teens logging hundreds of hours towing banners over Florida beaches to one of the most advanced cockpits in aviation, an F-16.  He is also an A&P.

Teena does her thing as a senior level flight attendant in the passenger area of a Southwest Boeing 737.  Before this career she taught school many years in a Christian school.

Both love the Lord and wanted to serve Him in a tangible way.

Rob & Teena have traveled extensively on behalf of IAMA this year in their Harmon Rocket (Click to enlarge)

They’re connection to IAMA began at Oshkosh a while back when they visited the IAMA, JAARS, and MAF booths there.  They were hooked!

Then last year it was decided [by EAA] to make Public Benefit flying a major focus for the 2009 EAA AirVenture.

It is being called Fly4Life

Public Benefit flying was a broad term coined that would convey the idea and cover the worldwide plethora of non-profit aviation activities that have as their goal of purely serving your fellow man.

IAMA was tapped as the logical organization to represent the mission aviation side of public benefit flying.

At that point, Rob & Teena came forward and volunteered to head up the massive effort of fleshing out and organizing the thousands of puzzle pieces that will make the face of mission aviation come alive to the nearly one million visitors to this years 2009 edition of EAA AirVenture in Oshkosh, WI.

Rob & Teena were recognized by IAMA President, Chuck Daly, at this years IAMA Conference at Liberty University for their work on behalf of IAMA and mission aviation this year.

Rob, as an A&P, is also an avid Experimental builder having owned an RV-4 and today, Teena and Smokey hop around the country in his Harmon Rocket.  Rob also has a consulting business for prospective RV owners called R2 Aviation.

Would you like to get involved in missions and aviation as a volunteer but need a place to hang your hat?

IAMA and other mission aviation organizations need YOU!  Your lifetime experience and skill-set may be just what is needed right now  somewhere.

Contact IAMA if you are interested and we’ll point you in the right direction!

You are cleared for take-off!

Adventure (verb):
1.  an undertaking usually involving danger and unknown risks
2.  an exciting or remarkable experience

There is no question that our family’s first year in Guyana met all of the definitions of the word adventure. By God’s grace we (the Wickwire Family) have come through relatively unscathed.  As for exciting and remarkable, we could write a book, and perhaps almost have if we look back at the stories posted on the website.

Adventist World Aviation’s Wings for Humanity Foundation Missionary team members: the Wickwires

So what are some of the highlights and challenges?  Waking up with a rat sitting on the headboard six inches from my head; chasing a snake down the stairs and out of the house with a broom; discovering that by closing our eyes and using our imaginations, a lot of local foods can taste a lot like something familiar at home.  For example: breadfruit fries = French fried potatoes; cooked ripe plantain = apples in oatmeal; soursop = sorbet; whipped coconut milk = whipped cream; dried five finger (starfruit) = raisins and so on.

Making close friends among the local people takes time.  This has been particularly difficult for Jacob and Zack as they interact with the local boys.  We come from such different life experiences and world views. The people are wonderful though; nearly everyone knows us and greets us cheerfully. We struggle to learn everyone’s names or at least recognize who they are.  They assume we remember everyone. I will often get phone calls that start like this: “This is the mother of the girl that fly with you in the yellow plane, she ready to go outback.”  Often it can take quite some time to ascertain who they are talking about, where they are, and where they need to go.

The monthly AWA boat trips 30 miles up the Barima River to the village of Blackwater have been very rewarding. We have watched the villagers become a more cohesive group as they grow in the understanding of the message of salvation. They now meet every Sabbath with the guidance of a resident Bible/health worker we placed there. Just this week we took delivery of a brand new 24-foot dugout canoe that will be used to transport the Bible worker to homes as well as collect people for meetings at the church.

The impact of AWA’s yellow, Cessna 182 airplane on people’s lives has been immeasurable. I would love to post a list of how many lives have been saved, but that is impossible to know. However, this is what we can state for certain: 207 patients were transported to advanced medical care, 63 of which were critical cases where loss of life or limb was probable; 107 Guyana Ministry of Health personnel were taken for clinics, vaccinations or patient care; 131 patients who had completed treatments were returned to as close to their home villages as we could take them. Church workers, ministry and outreach personnel and AWA’s Wings for Humanity staff accounted for 110 seats. In total for the last 12 months (August 2007 to August 2008), we carried 763 passengers on over 450 flights logging just over 400 flight hours, all with one Cessna 182 and two pilots.

One recent case involved a 12 year-old boy named Godfrey Rammit from a village called Red Hill. He had a compound fracture of the radius and ulna, and it is common to see people here with permanent disabilities from fractures that don’t get properly set.  Godfrey was being sent to Georgetown alone. He had never been to the city before and was ill-equipped to deal with getting through the system of complete treatment. Our AWA Guyana Project team was concerned that he could simply fall through the cracks.

Adventist World Aviation’s Wings for Humanity Foundation Missionary team members: the LaBores

Laura LaBore, AWA’s Guyana Project pilot/nurse, asked for permission to send him to Davis Memorial Hospital under Davis Interior Medical Emergency Service (DIMES) program, which provides free treatment for patients from remote communities. The initial attempt to set the fracture was unsuccessful so he had to have surgery to have pins and screws put in place and then a cast.  He spent a few days at the hospital before we could take him back to Mabaruma, where he spent a few weeks hanging around the local hospital very patiently.  We then flew him back to Georgetown where he spent another couple of weeks at the Amerindian Hostel until he was able to get the pins removed. At that time, AWA’s Guyana Project team and its yellow Cessna 182 took him back to Mabaruma where he was able to catch a boat back home. It was a long process, but in the end our team sent a boy back home fully recovered and able to live a normal life with no disability.

After one year in Guyana, we are looking forward to God’s plan for us and his work here.

Nine hundred guests joined MAF in dedicating its first KODIAK aircraft at its headquarters in Nampa, Idaho May 2. The cutting-edge missionary plane will be deployed in Papua, Indonesia. (Click to enlarge)

NAMPA, Idaho – MAF (Mission Aviation Fellowship) inaugurated a new era in missionary aviation when it dedicated its first KODIAK aircraft on May 2 at its headquarters here.

MAF is a faith-based, nonprofit ministry that serves missions and isolated people around the world with aviation, communications and learning technologies. The new KODIAK is the first of the next-generation bush planes to be produced under a visionary arrangement between MAF and the manufacturer, Quest Aircraft Co. of Sandpoint, Idaho.

This first KODIAK will be deployed in Papua, Indonesia.

A crowd of MAF staff, Christian leaders and Nampa residents participated in the dedication ceremony, as well as an afternoon of activities.

“Today’s events celebrate a technological achievement that will allow MAF to be more effective stewards of the resources God has given us,” said John Boyd, president of MAF. “But this new KODIAK is more than an example of leading-edge technology. It is an example of what God’s people can do when they pursue God’s will in God’s way. The unprecedented cooperation between missionary organizations that made this day possible is a model for 21st century missionary efforts. It is both exciting and humbling to be in the midst of a project that God has blessed so abundantly.”

Paul Schaller, chief executive officer of Quest Aircraft Co., told the crowd, “Serving the needs of the missionary community and those they help is the purpose for which Quest was built. It is gratifying to see it come to fruition with this first delivery to MAF.”

Among local leaders participating in the dedication ceremony were Tom Dale, the mayor of Nampa, and Montie Ralston, lead pastor of Boise Valley Christian Communion and a member of the MAF board of directors.

The dedication ceremony marks a milestone in missionary aviation in part because the KODIAK will be significantly less expensive to operate than the planes it will replace in the MAF fleet. Most MAF planes, including the popular Cessna 206, run on aviation gasoline, or “avgas,” which is scarce and expensive in many of the remote areas where MAF operates. However, the KODIAK is powered by jet fuel, which is more plentiful and much less expensive than avgas.

Over the next few years, MAF will replace 20 of its Cessna 206s with planes that operate on jet fuel, either KODIAKs or Cessna Caravans. Because the KODIAK can carry nearly twice the cargo of the C206, MAF will transport medicine, food and disaster relief supplies much more efficiently, reducing operating costs.

Founded in the United States in 1945, MAF (HYPERLINK “http://www.maf.org”www.maf.org) missionary teams of aviation, communications, technology and education specialists overcome barriers in remote areas, transform lives and build God’s Kingdom by enabling the work of more than 1,000 organizations in isolated regions around the world. With its fleet of 130 bush aircraft, MAF serves in 55 countries, with an average of 242 flights daily across Africa, Asia, Eurasia and Latin America. MAF pilots transport missionaries, medical personnel, medicines and relief supplies, as well as conduct thousands of emergency medical evacuations. MAF also provides telecommunications services, such as satellite Internet access, high frequency radios, electronic mail and other wireless systems.

The reason SMAT exists is “to equip men and women with the skills necessary to serve God in mission aviation”. We call that “Mission-Driven Aviation Training”. Because of that focus, we can offer customized training for various mission fields and mission agencies. You’ll find that everyone at SMAT is here for a similar purpose: To make an impact for God’s Kingdom through aviation.
(Website: www.smat-aviation.org Telephone: (616) 527 4160)

Click here to view the embedded video.

For some it is a repeat journey, but for most it is the very first time. Their mission is often well planned and clearly defined, but what lies ahead is pretty much unknown. Maybe that’s part of what draws them here each summer, the teams of volunteers, coming to give something of themselves to a land they know very little about. The uncertainty, the apprehension, and lack of control are part of the package. But, even at the onset, there is a suspicion that what a person takes away from two weeks in Africa will be much more than what he leaves behind.

The short-term mission team as they are picked up by the Aim Air Caravan (Click to enlarge)

At some point in time, all of the planning and packing comes to a juncture on the ramp at Wilson Airport in Nairobi – as the team circles around the airplane for a group photo, and the bags (minus the three that British Airways sent to Australia) are weighed. The team will gather here bewildered and jet-lagged – so far from home, but so excited for what’s ahead. It’s a mix of joy, fatigue, and some small concern that the pilot for this harrowing flight into the African bush looks like he’s sixteen and just got his pilot’s license yesterday.

As I meet them at the plane, the tool of my ministry, I introduce them to the idea of a pilot who is really a missionary.

We work together to get all the baggage aboard while I entertain questions… “Yes, I’ve been here awhile… I’m actually thirty-three… from New Jersey… Well, I haven’t lived there recently, so that’s why I don’t talk funny. Yes, I’m married… Here’s a picture of my wife and kids. It’s a Cessna… About 700 horsepower. No, the weather won’t be a problem.”

In the process I find out that they are from a church in west Texas, or that they are students from different schools across the country brought together for this trip. I discover that some of them are still a little apprehensive, and I try putting their fears to rest with a confident word and a pre-flight prayer. The copilot seat is then offered up, as a bonus of sorts, to someone in the group who has always wanted to learn to fly, or to the one most unsettled about small airplanes. The front-seater gets a photo at the controls, a headset, and a new friend from north Jersey.

I am optimistic for these new acquaintances and kindred hearts because I know some things that they do not yet know.

For instance, I know that the plane will indeed pick them up in two weeks from the little unreachable corner of Kenya or Sudan that we dropped them off at. And I know that they will most likely come back a different person. They will be appalled, and amazed at what they see there. They will lose some sleep under a mosquito net, imagining every manner of creepy crawling thing in God’s creation. They will sit with lifelong missionaries and discover that they are not all that different from themselves. They will come to love the African people there, and the children will especially capture their hearts. They will cry because of the world that these children grow up in — for the first time in their lives having a picture of “what it means.” What it means to need, what it means to suffer, what it means to fear. They will take a moment sometime in those weeks to examine their own lives and their own faith. And they will inevitably fall short.

The giving factor goes both ways (Click to enlarge)

After fourteen days or so, the airplane will arrive overhead a mixed blessing. For it is the sound of relief… the sound of a good meal, a hot shower, and a decent night’s rest. But also the signal that this is goodbye. In sweat and time and love they have given everything they had to give. And now they know for sure that they could never give enough. The flight back to the city is different from the one out. My passengers are looking tired. Most are quiet; gazing out the windows, writing in a journal, or fast asleep.

One is up front with me on the headsets again. I query him about the trip and am encouraged. And then I hear him say it – words I have heard so many times, in so many ways… “I come away with so much more than I gave.” I smile and nod and think, “I know what you mean.”

_______________________

AIM AIR website: www.aimair.org

After missionary pilot Ben Hart landed Wednesday, close to the small remote village in the Philippines, he heard a fascinating story about the couple he was transporting.

While Ben helped the woman and her youngest daughter into the plane he noticed that her husband did not look like a typical mountain person. He looked more like a person from the coastal area.

Asking the missionary about this, Ben was told how the couple met.

Her husband of many years is a former rebel from another area. During one of his raids on a village in years past, he spotted a girl and attacked her, smashing her mouth with the butt of his rifle and taking out several teeth. He dragged her off into the jungle and she became his prisoner.

The young woman, about 30 years of age, and her husband now have nine children.

As the plane taxied to the other end of the runway, Ben saw that the woman had her eyes covered with the barf bag. He didn’t see her eyes open again until the plane was safely on the ground at their destination.

During the flight he also noticed something that seemed unusual to him.

“Her husband was patting her in a comforting way the whole flight,” Ben wrote. “Well, comforting of some sort. He was thumping her chest with his hand. It seemed ironic to me that this man, in particular, would be showing a public display of comfort to his wife. I have flown out many sick tribal people and have never seen that before.”

This young mother is now scheduled for surgery and Ben believes he will soon be flying her back home to recover.

“Maybe this year she and her husband will be introduced to Jesus,” Ben wrote.

________________

Story by David Bell (04/09/2009)

New Tribes Website