In Exodus 25 and the following chapters, God lays out for Moses the blueprint for constructing the tabernacle and all that is to go into it. The plans are detailed and precise. Moses must have wondered how he was to complete the task given to him. However, in Exodus 31:2–3 God says to Moses, “See, I have called by name Bezaleel. … I have filled him with the spirit of God, in wisdom, and in understanding, and in knowledge, and in all manner of workmanship…”

As you consider your future, God may be calling and preparing you for a career in missionary aviation, filling you with His Spirit, wisdom, understanding, knowledge and in all manner of airmanship to further build His Church and accomplish the Great Commission! Mission aviation is a challenging, enjoyable and fulfilling career option. As you further your aeronautical training, the following suggestions from veteran missionary pilots will help you prepare for service in mission aviation.

General:

• Learn to be disciplined. Aviation is all about discipline, so to be a good mission pilot you must be a person of discipline. This should be demonstrated both inside and outside the cockpit. It is the foundation upon which you will build all your other skills, abilities, knowledge and judgment.
• Be a person of character. U.S. Senator Dan Coates said, “Character cannot be summoned at the moment of crisis if it has been squandered by years of compromise and rationalization. The only testing ground for the heroic is the mundane. The only preparation for that one profound decision, which can change a life or even a nation, is those hundreds of half-conscious, seemingly insignificant decisions made in private. Habit is the daily battleground of character.”
• Be professional. Remember that it takes at least as high a degree of professionalism to be a mission pilot as it does to be an airline pilot. Airline pilots fly in an environment that is significantly loaded in their favor—multi-crew cockpit, current and detailed weather reports, modern equipment in the airplane, and on-the-ground and regulations that help protect them and their passengers. Mission pilots fly in a far less structured environment, which requires an even higher degree of professionalism to operate safely. Seek to be professional, not just to pass the checkride. Passing the checkride means you have met the lowest common industry standard. Missions are looking for professional pilots who strive for excellence and aren’t just satisfied to get by with the minimums.
• Be precise. Although we realize no one is perfect, we’re looking for people who are always working toward perfection and are not content with staying 75’ high even though commercial tolerances may allow you to fly an altitude ±100’. Fly a chosen airspeed on downwind, base and final. Fly a stable approach. Push yourself to be precise, whether you are a student pilot or an ATP.

• Maintain good situational awareness (SA) and practice good aeronautical decision making (ADM). Know where you are, how much fuel you have onboard, the weather ahead, daylight remaining, options available, etc. Having good SA helps you exercise good judgment and make knowledgeable decisions.

• Be the pilot in command (PIC). Make the decisions pertinent to your flight. Instead of asking your instructor what altitude or heading to fly, if you are capable of making the decision, do it and communicate your plan to your instructor. Don’t make decisions based on what you think your instructor wants you to do. Take ownership of your training and your flying. Be the PIC.

Specific:

• Redefining Airmanship by Tony Kern is an excellent resource. Learning to apply the principles found there will help you become a better pilot.
• Learn to fly by outside visual reference. We’re looking for VFR pilots who fly with their eyes outside the cockpit and do not depend primarily on instruments. The mission environment demands that you gather much of the information for flight from outside references, especially during approaches to short and/or sloped runways—pitch, bank, yaw, surface winds, and the ability to judge glide distances. If you fly well by outside reference, the numbers on the instruments will be right too. Develop a good VFR scan, and be sure to include the VSI in that scan.
• Know the weight and balance for your airplane. Calculate these with various loads so you get a feel for what the airplane can handle.
• Calculate your ground run and takeoff distances over a 50’ obstacle and compare those numbers to what the airplane will actually do.
• Get in the habit of conducting appropriate and professional passenger briefings for every flight—even to your flight instructor. FAR 91.105, 91.107 and 91.519 may give you some direction in the development of a thorough briefing.
• Develop good habits. Taxi on the centerline. Take off on the centerline. Land on the centerline. Taxi back to the ramp on the centerline. Use smooth control inputs. Don’t ride the brakes. Clear before you turn. Listen on the frequency. Make clear, concise and professional communications on the radio. Remember that practice makes permanent, so be sure to practice correctly.
• After runup, when ready for takeoff, give yourself a short pre-takeoff briefing that includes a review of runway conditions, wind, abort point, pertinent speeds to fly and emergency procedures for various points on the departure path.
• Develop good VFR cross-country navigation skills using dead reckoning (DR) and pilotage. Navigate chart-to-ground, not ground-to-chart. Learn to use DR properly and trust it. Push yourself to find and use the small details on the chart, without losing the big picture. It is essential to learn the foundations of VFR navigation well (DR and pilotage) and not just default to electronic navigation.
• Use control pressures instead of control movement to build smoothness into your flying. Learn to use your feet on the pedals to maintain smooth coordination. Develop a feel for proper coordination while comparing it with what you see outside. Verify with a quick glance at the ball, but don’t look there first.
• Prior to landing, give yourself a pre-landing briefing. Like the pre-takeoff briefing, this allows you to consider the surface, winds, planned touchdown point, abort point, speeds for the approach and any other pertinent information.
• Develop the ability to critique yourself. The ability to self-assess enables you to make the most of your solo flying. Note what you did well, what you learned, what needs improvement and what you are going to change next time. Take good post-flight notes from your instructor too. Having information written down is more beneficial than relying on your memory.
• Get checked out in different types of aircraft. Each type of aircraft you fly has the potential to add a different facet to your aviation experience. Apply yourself with all diligence to your study of the POH and preparation for this transition.

Compiled by the JAARS Training Staff

David Doss presents compelling reasons for us to boost our security training.

Fort Sherman Academy (FSA) was present at the 2010 IAMA conference this year to provide hostage survival and security training.  For those who participated, it was a said to be a powerful event and highly recommended for anyone planning on spending any length of time traveling oversees in potentially hostile environments.    David Dose then gave a 45-minute presentation to the rest of the attendees .  Having lived oversees myself, I fully recommend the high impact quality training being offered by FSA.

Consider a few statistics:

• 2009 there were 3,000,000 short-term ‘missionaries’, and 20% of them had some sort of crisis.
• Annual increase in crime against Westerners increases roughly15% each year.
• In the event of a kidnapping or detention situation, an organization can plan on spending $50,000 – $100,000.  Can your ministry afford that?

Visit www.fortsherman.org for more information.

Each organization will have their own particular requirements when it comes to flight experience and ratings.  A rough average is currently 500 hours total time with commercial instrument license.  Most organizations still require an A& P as well.

There are variations and exceptions, so check them out individually on our Members Page.

Knowledge, Skills and Attitudes

Beyond that, organizations will generally be looking for the following KSA’s (Knowledge, Skills and Attitudes)

All skills and attitudes are applicable to flight and maintenance;
flight-specific items are marked with an asterisk (*).

KNOWLEDGE

1. General aviation knowledge (flight). Including, but not limited to: 14 CFR Part 91, airspace, aircraft POH, weather, aerodynamics, weight and balance, aircraft systems, navigation, operations at uncontrolled airfields, etc.
2. General maintenance knowledge (maintenance). Including, but not limited to: knowledge and use of tools, knowledge and use of available resources such as AC-43, service bulletins, parts and overhaul manuals. In addition, a close look is taken at the applicant’s inspection and  troubleshooting procedures, skills, etc.

Skills

1. Aircraft handling.* VFR and IFR; at various speeds and in various configurations.
2. Navigation.* Most notably, VFR, DR and pilotage navigation skills.
3. Aeronautical decision making. Makes correct decisions in an appropriate manner and timely fashion.
4. Judgment. Appropriately compares and evaluates courses of action.
5. Aptitude for learning. Has the ability to learn new skills and information.
6. Situational awareness. Accurately perceives what is happening with oneself, the aircraft (during flight or maintenance) and the environment, in the short-term past, present and near future.
7. Integration. Appropriately integrates and applies knowledge, skills and experience. Commonly referred to as adaptability when applying past aeronautical experience to a new situation.
8. Performance under pressure. Carries out activities appropriately when under pressure or stress.
9. Resource management. Uses resources effectively to accomplish tasks.
10. Task management. Prioritizes and accomplishes multiple tasks in a timely manner. Commonly referred to as multitasking.
11. Functions within limitations. Recognizes personal and organizational limitations, establishes appropriate margins and consistently functions within those margins.
12. Risk management. Appropriately recognizes, evaluates and mitigates risk.
13. Self assessment. Accurately assesses one’s own skills and performance.
14. Planning. Makes and adapts plans, including for contingencies.
15. Adaptable. Is able to change activities in response to changing circumstances.
16. Interpersonal skills. Relates to all people appropriately.

Attitudes

1. Hazardous attitudes. Does not exhibit attitudes that lead to dangerous behavior.
2. Safety-conscious. Places a high value on safety.
3. Conservative. Exercises moderation and/or caution when making decisions.
4. Professional. Is thorough, responsible, reliable and conscientious; maintains high standards.
5. Self-controlled. Exercises restraint over one’s actions and desires. Adheres to standards, procedures and regulations.
6. Integrity. Does what is right, even when alone.
7. PIC Mentality.* Is in command of all aspects of flight.
8. Teachable. Is willing to be taught.
9. Inquisitive. Has a desire to learn.
10. Initiative. Looks for what needs to be done and does it.
11. Self-confidence. Has the appropriate level of confidence in one’s knowledge and abilities.

* Items noted with an asterisk relate to pilot-specific attributes.  All others apply to both pilots and mechanics.

Date: 6 August, 2001
Jack Sluiter

Ya’ know, it started out like any other day. Up at 5:00 am to get the airplane ready and off the water by 7:30. Everything was going as planned and nothing was going to set this day apart as anything strange or unusual. That was until I called in to our home base at noon. I was sitting in a little jungle village (five or six houses) eating my lunch while I waited for passengers. They were coming by canoe from someplace unknown and would maybe be another hour before they arrived.

So I called Lisa on the radio to update what was happening. When I contacted her, the flight coordinator advised me that there was a medical emergency in Atsakus, another small jungle village (as if there was anything other than small jungle villages around). It happened that there was a women who had been in labor for three days and still had not given birth. They needed to get her to a hospital today or she may not live through the night. Since Atsakus was a river village without a runway, and I was sitting in the only float plane flying in Peru, it dawned on me that I might have to change my schedule.

Upon arriving at Atsakus I found our sick passenger in a large canoe being attended by several people. As they pulled the canoe along side the plane, I removed two of the seats so she could lie down. She was still in labor as she was making her way from the canoe to the airplane. Mind you this was her third day of labor. I said a prayer, asking the Lord to have mercy on this woman and to save her life and the life of the baby. I have to say that in all my schooling, I was not prepared for this day.

After giving an abbreviated briefing (“Here’s your seatbelts, here’s the door, I’ll be up front”) we pushed off for our trip back to Pucallpa. I stayed as low as practical weighing the pros and cons between passenger comfort and keeping enough altitude between me and the expanse of endless jungle below me. Before I picked them up, my boss had given me directions on what to do if my passenger died during flight. He didn’t prepare me for what came next.

SAMAIR: We Deliver

We were passing Yurimaguas, (Not a small jungle village) when the husband got my attention and said, “She’s giving birth. Now!” My first reaction was, well, she’s been giving birth for the last three days, what’s new? He convinced me they were serious so I called the tower at Yurimaguas and advised them I had a medical emergency and would be landing at their river port. The next time I looked back I could tell we probably wouldn’t make it. I started talking to my boss via the radio and getting as much advise as possible – like he could really help. Sixty seconds later I looked back to see a little blue-faced baby passenger lying on the floor. The mother had a very refreshed appearance to her and the baby looked as healthy as any newborn does. I called the tower and canceled the landing and continued the flight to Pucallpa where she would be cared for at the hospital. “Just another day at work”, I thought as I shook my head and resumed my course.

When we landed at Cashibo there were plenty of people on shore to watch us come in and to greet the new baby. When I went back to help my passengers out of the back of the plane, they asked me if I could cut the umbilical cord. Well of course, what do you think I carry a Leatherman for? . . . snip!.

I went back to Atsakus several times since then and tried to keep up with little Jack Duane Hempts Remierez. I would love to get back there some time and see how he and his family are doing. Every now and then I get updates from other pilots who have recently stopped by. So far it sounds like he is doing great!

Click here to view the embedded video.

Click here to view the embedded video.

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

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

Demonstrating to the Navajos a hand crank tape player used for gospel material (Click to enlarge)

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

(Website: www.maf.org & www.mafrecruiting.org)