Training Advice for Aspiring

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

What Does It Take?

What does it take to be a mission pilot/mechanic?

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.

Baby Born at 2,000′

“Sixty seconds later I looked back to see a little blue-faced baby passenger lying on the floor”

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.

Read more

EAA Airventure Oshkosh 2009 – IAMA Blog – Sunday July 26, 2009

After a year of preparation, tomorrow is the start of the EAA AirVenture 2009, with Public Benefit Flying as a keystone emphasis this year.  IAMA will play a pivotal role in the formal introduction of many to this unique form of ministry.

Many are already there, assembling, testing, and lifting the parts into place.  Many more are traveling today from points all around the US and the world to be a part of this historic event for missionary aviation.

Stay tuned throughout the week as we update this site [and specifically this blog] with up to date photos, video, and podcasts from the event!

Blessings

IAMA Podcast Episode 06 – School of Missionary Aviation Technology

This week we interview Bill Jones, President and CEO of the School of Missionary Aviation Technology located in Ionia, Michigan.

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)

Short Term Missions Trips – Africa

From the four corners of America to the mysterious reaches of East and Central Africa… Professionals, students, moms, and every variety of church lay-people pack their bags and brave the vaccinations. They come to Africa on a mission.

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.

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.

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

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