Survival Training

Missionary Aviation Aircrew Survival School

Course Information

.

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Survival Training Extraordinaire

This is as good as it gets, folks.  Every once in awhile, a special offer comes along that simply can’t be ignored, and that’s what we have here.  Thanks to a cooperative effort between MSI, Moody Aviation, and especially a dedicated team of instructors from Emergency Response International (ERI), some top-notch survival training is being made available to the mission aviation community at an incredibly low price.  Trust me, these ERI guys are good.  They train many of the world’s best—be it military, special ops, industry executives, or the like—and now they are using their talents to serve the mission aviation world.

The initial training session will be held June 14-18, 2010 at the Moody Aviation facilities at Felts Field in Spokane, WA.  By design, this training will be broad spectrum, covering a wide variety of topics and environments.  Class size is limited and priority will be given to Safety and Training staff who can multiply the effectiveness of this course by incorporating what they learn into their own organizational training.

The training is being provided at cost with those costs being divided equally among participants.  Estimated costs per person for the week are between $250-300.

Course Detail

This is a pilot program specifically designed for mission aviation aircrews that operate in some of the most remote regions of the world.  It is presented by Emergency Response International (ERI) in cooperation with Mission Safety International and Moody Aviation.

The course will be held 14 – 18 June 2010 at Moody Aviation, 6719 East Rudder Ave, Spokane, Washington 99212.  Classes begin at Moody at 0800 on Monday, 14 June and will conclude by 1700 on Friday, 18 June.  Contact information is included at the end of this list.

Students are responsible for their own transportation to Spokane, all meals and lodging, and transportation to and from the field training.  Car pooling is recommended.

Training will consist of classroom discussions, field activities including an overnight bivouac, and water training in a swimming pool using the Shallow Water Egress Trainer (SWET).  During field students will construct their own shelters and will spend the night in them.  Certain materials will be provided to assist with shelter construction.  A  Survival Handbook will be provided and will be used as the course text, along with numerous handouts.

The following list of clothing and equipment will be needed for the various labs and the field portion of the survival course, adjusted as needed for weather and environment.  However, we do not recommend that you buy a lot of new gear for this training.  This is an opportunity to try out what you have and to find out what really works and what does not.

Pool Lab

Swim suit and tee shirt are acceptable. Old tennis, beach shoes or dive booties recommended. No leather shoes, boots or belts. Bring a towel and dry clothes to change into after the exercise.

Field Training

The field training will be conducted in a wooded area within an hour’s drive of Spokane.  Weather is typically warm and dry with a chance of thunderstorms.  The nights may be cool.

Student Clothing and Equipment List

Pack: Large enough for the items on the equipment list.  A water proof cover, such as a large trash bag, is recommended.

Clothing:  For 1 day and 1 night of field training, suitable for the terrain and anticipated weather conditions

Boots: Suitable for the terrain and anticipated weather conditions

Gloves: Leather recommended for shelter construction and other tasks

Water proof shell layer: Includes jacket with hood and pants, either Gore-tex or coated material.

Head protection: A hat with a brim for sun/rain protection.  A large bandana to augment sun and wind protection is recommended and a stocking cap may be appropriate for cool nights…

Personal survival kit: Bring any items that you might normally carry for outdoor activities.  This is a good opportunity to try out clothing and equipment

Sunscreen and Chap Stick: Essential!

Sun glasses: Wrap-around for maximum sun protection are recommended.

Base-plate type compass: Basic orienteering style compass such as a Brunton or a Silva.   Lensatic compass acceptable but not recommended.

Multi-tool: Gerber, Leatherman, etc

Headlamp and Flashlight: A headlamp for working at night is recommended along with a backup flashlight and extra batteries.

Canteen, water bottle, Camelback, or other water container:

Cup: Metal cup that can be heated over a fire recommended.

550 Line: Also known as parachute cord or para cord, 7-strand, minimum of 50’

Signal Mirror: Glass with aim hole recommended

Whistle: Plastic, not metal

Fixed-blade knife: Durable full-shank utility knife for general use and wood splitting.

Saw: Utility saw such as the Pocket Chain Saw or Gerber or Buck folding saw

Food: Enough for 3 meals (1 day and 1 night) in the field.  MREs (Meals Ready to Eat) recommended, or other high carbohydrate foods

Sleeping Bag: A light-weight bag or a bivouac sack should be sufficient.

Sleeping Pad: A closed-cell foam pad or a self-inflating pad such as a Therm-a-Rest recommended.

Applications and course coordination

Stephen Quigg, Mission Safety International
Phone:  717.284.4788

Download Application

Email:  CaptainQuigg@netzero.net

Questions about schedules, activities and equipment

Download Schedule

Ralph Wilfong, Director of Operations, Emergency Response International
Office:  509.443.1377
Cell:  509.993.0092
Email:  emtspec@comcast.net
Web Site:  www.eri-online.com

Questions about Moody and the Spokane area

Allison Pfening, Moody Aviation
Office:  509.535.4051 Ext 256
Email:  Allison.Pfening@moody.edu

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Meet IAMA Volunteers Rob & Teena Ray

Meet IAMA Volunteers Rob & Teena Ray.

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.

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, 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!

IAMA Spotlight: Spokane Turbine Center

The mission of the Spokane Turbine Center is to provide high quality, cost effective turbine training in technically advanced aircraft to the mission aviation community. We strive to train the current and next generation of missionary pilots to operate these new technically advanced turbine aircraft safely and efficiently. The centralization of missionary turbine training will allow mission organizations to realize significant financial savings.

For more information visit their website at www.spokaneturbinecenter.com

Contact:

5629 East Rutter Ave
Spokane WA 99212

Office: (509) 535-4051
Fax: (509) 535-7077

Iama Spotlight: LeTourneau University

LeTourneau University’s School of Aeronautical Science offers a broad degree in aviation from a Christian perspective in five majors and 14 total degree concentrations, including mission aviation.

We offer a study of aviation that includes all the elements from design, electronics, air traffic control, computer science, mechanics, technology and flight.

Our solid, hands-on degree concentrations teach the skills and knowledge students need to be successful in the aviation industry. Our state-of-the-art airplanes and labs use the very latest technology: electronics, composite materials, computer software and jet engines. LETU’s aviation program is primarily designed for those who wish to become experts and leaders in the aviation industry.

IAMA Spotlight: Brigade Air

Brigade Air implements a Christian youth mentoring curriculum and mission aviation camping program with the goal of encouraging young people to seriously consider God’s calling on their lives to serve in the arena of missionary aviation. Brigade Air is unique in this nationwide effort.

Brigade Air was established on June 1, 2000, with Bruce Wolff as the Director.To date, Brigade Air has educated over 1300 campers in a total of 74 summer camp weeks over the last seven years.

Here is just one Brigade Air Testimonial (visit their website to read more):

Hello Mr. Wolff,

It’s Tyler! I am all signed up and really excited for the Brigade Air camp this year. I have invited a friend to come as well, however he has not signed up yet. This will probably be my last year as I plan to attend LeTourneau University next year after I graduate High School. But, before I get into any of that, I have some important news that you might want to hear.

This last week was my spring vacation from school, and after many days of rain and clouds, I was relieved to find some clear weather to fly in and enjoy. I have been talking and struggling with my parents for over a year now to let me solo, but this past week I finally got the go ahead! My parents and I prayed for my safety before I flew. We prayed that this experience would be a large step toward my future goal to serve Christ. And after that, my instructor and I flew a few laps around the pattern. He instructed me to park the plane so that he could hop out, and then he shook my hand and said go have fun! I was only allowed to do three touch and goes in the pattern, but I still had the time of my life! The Cessna 152 Flying Fortress that I was flying screamed at Mach 2 without my instructor in the seat! When I landed, they cut off my shirt tail (which I suppose is now a dying custom of many flight schools). I now have that shirt tail, and I will forever remember April fools day 2005, for it was the day I soloed.

Hope that we have everything worked out for the camp this summer. Are we going to have two planes again as well as multiple CFI’s? Sounds like this year’s camp will be the best. I am going to make it my best because, like I said before, it might be the last one I go to for a very long time. But don’t worry, because once I get my commercial pilot’s license, high performance endorsement, multi-engine IFR rating, and maybe my CFI, I will be flying across the jungles of South America delivering the greatness of God’s news to the eyes and ears of the un-reached.

Looking forward to hearing from you.
Tyler!

Here is short introductory video from Brigade Air founder, Bruce Wolff:

http://www.brigadeair.org/flashmedia/BA_PPT2.flv

IAMA Spotlight: United Indian Mission

UIM Aviation is the aviation ministry of UIM International.

Our purpose is to develop reproducing, culturally-relevant churches among Native Americans and Hispanics in Canada, Mexico and the United States.

UIM Aviation accomplishes this goal through a variety of means and partnerships with other like-minded organizations to minister to people living in the Sierra Madre Mountains of Mexico.  UIM Aviation is dedicated to spreading the Gospel of Christ and helping develop God’s church around the world

IAMA Spotlight: Wings of Faith

Wings of Faith Ministries, Inc., founded in 1975, is a Missionary Aviation organization dedicated to providing faith-based support to missionaries who are ministering to people who are suffering and in dire need.

Bibles, Religious tracts, food and clothing are flown to 11 locations serving the American Indian Nations located in California , Nevada , New Mexico , and Arizona .

Wings of Faith is supported by a group of dedicated Men and Women who volunteer their time, financial resources, and aircraft in order to help fulfill God’s Great Commission.

Our website is: www.wingsoffaithministries.net

IAMA Spotlight: Mission Safety International

Mission Safety International (MSI) was founded in 1983. Their purpose is to promote safety, security, and operational excellence within the mission aviation community and related agencies.

We accomplish this through conducting safety seminars, safety audits, publishing safety material (including accident, incident, and “Share Your Experience” reports), assisting with accident and incident investigations,  assisting with developing operations manuals, and coordinating safety resources around the world.

We work in any country where missionary aviation is active.

Our website is www.msisafety.org

Here are a few recent testimonials about our work from field missionary pilots:

Dear MSI,

You have made an impact on this place!

Friday I was going out to a grass airstrip near Biri.  It was my 5th solo flight in our new airplane, the Pilatus Porter, and half way there I got a report from another mission operator that the airstrip was wet, slippery, and soft due to heavy rain that had just ended.

It took me about 5 minutes to make the decision, but the bottom line was that I turned around after I used the AESOP risk management tool you gave us.

The P for “Personnel” reminded me that my experience level in this aircraft was not up to taking on a wet, soft, slippery airstrip.  Thanks, thanks, thanks.

On a sad note, one of our pilots is on his way to Jayapura to pick up some body bags.  Friday morning, a commercial operator here, hit a mountain with their Twin Otter aircraft.  I know the family of the copilot.  They were flying from one mountain airstrip to another and trying to cross a ridge at 10,000 feet when they hit.  I know of 4 Twin Otter crashes at the place they left and this is the 3rd Twin Otter crash at the place they were going.

  If these neighbors of ours would have been at the “To Live Another Day” safety seminar you gave, they would be around to live another day.

Your AESOP Papua pilot, Paul

Dear MSI,
The last time you were here to give a Safety Seminar, one of the speakers talked about how we should use all of our senses in our work.  He said that we shouldn’t just use one sense when doing a job, but to use as many as possible to confirm what we’re doing.  That advice saved us from having a bad accident.

I was getting ready to fuel an airplane the other day, and opened a new drum that was marked “av-gas” but something didn’t smell right.  I poured some fuel into a bucket, and instead of the blue colored liquid that I expected, it was orange!  It looked just like car gas.  I showed it to the pilot and he was shocked!  We checked the markings on the drum and it was clearly marked av-gas, but someone at the refinery had put auto gas in it instead.  The pilot thanked me for doing a good job and for saving what could have been a bad accident.

That day, my nose and my eyes worked together with my hands to prevent a serious mistake.

Godfrey

A day in the life of an MAF pilot

My name is Sandy Toomer and I was a Mission Aviation Fellowship (MAF) pilot/mechanic serving in Shell, Ecuador from 1995 until May, 2002. This is taken from a journal I kept while living there. Currently I live and work in Auburn, Alabama with my wonderful wife of thirty years, Trish.  This story is timeless and hope it inspires and encourages you.  This story was also used  by AOPA magazine in an article they did on Mission Aviation.  Enjoy.

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What is a typical day? We have a saying that “Change is subject to plan.” No two days are alike here with constant changes in needs and weather, so the number one rule here as a pilot is be flexible.

My typical day has me come to the hangar with the rest of the gang at 8 AM for prayer and a rundown of the day’s schedule both in flight and maintenance.

By 8:15 we split up and go to our respective corners of the hangar to preflight our aircraft, check loads with the cargo handlers then calculate our fuel need and give the requests to the fuelers. Up to this point the day is going as planned.

But wait…it just began to rain. Rain is a constant companion here where we receive more than 22 feet of it annually. That’s right 22 feet! But then, this is the rainforest.

We have another saying, this one regarding the rain, “Starts before 7, over by 11. Starts after 8, it’ll keep on ’till late.” So I guess I can plan on a rainy day of flying if we even get off. As I watch the deluge splatter the tarmac, our flight coordinator, Tomás, trots up to me.

“Capitán there’s a snake bite patient in Molino. As soon as the weather breaks we’ll send you out. It’s a small boy…he was bitten in the face…yesterday.”

By 10 AM the rain slows, the reports out in the jungle are improving and I decide it’s worth a try to get the boy out. I depart within fifteen minutes for the thirty minute flight out to Molino, a Quichua village.

After landing on the gooey surface I can see it is bad. His head has swollen to the size of a soccer ball and his breathing is labored as his mouth and likely throat are closing off. I customarily shake hands with as many people as I can then load the boy and his mom on board my 206 for the flight back to Shell. A soon as I land in Shell, the boy will be sent by ambulance to the HCJB Hospital Vozandes, five minutes from the MAF hangar.

As soon as I get back I find that my original schedule has been shot to pieces due the spotty rain throughout the jungle. We’ll do what we can today and make up for it tomorrow…if it doesn’t rain…as much.

On this flight I leave Shell to the southwest where some missionaries are working to translate the Old Testament into the Shuar language. My mission is to pick up five Shuar Indians in three villages and and get them back to Makuma before the rain starts up again.

By 2 PM I finish up and I’m ready to leave Makuma for another five landings and take-offs to pick up more medical emergencies and run them over to a jungle hospital operated by the Ecuadorian government, in Taisha.

By 5 PM, I depart Taisha still with one last stop. Go by San Carlos and pick up a carpenter and his crew and tools. They have been building a new school building in the village. From San Carlos we’ll head back to Shell.

Ahh….but wait. The rain. A new wave has formed up north of Shell and is plying it’s way south.

As I get closer to Shell it indeed looks dark, very dark, dreary and gray. The approach controller is still calling the visibility better than 10 kilometers (VFR here) however with rain to the north of the airport, moving closer.

Switching gears, I pull out the instrument approach plate and give it the once over like a hundred times before. The primary approach we use into Shell is a VOR/DME Arc beginning 8 kilometers out. However we also have another straight-in VOR/DME approach and of course what would life be without one of those wonderful NDB
approaches, the epitome of “non-precision”.

Once I’m on the radial, I strain through the rain and haze then finally see runway three-zero ahead and call “Runway in sight”. Within three minutes I taxi up to the large Shell hangar just as the bottom drops out.

It’s nearly 6 PM. After twelve landings, 3.5 hours of Tach-time, forty minutes of actual instrument conditions and an approach to minimums my day is done. Hey, and it’s just Monday!

Just for grins, here is a video pieced together that day of one of the landings:

Hope you enjoyed this glimpse into my life as a missionary pilot with MAF.

To find out more why not contact Mission Aviation Fellowship today.  Here is a link to their recruiting website.