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.

Course Information

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Download Application

Download Schedule

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

Download Application

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)

Under the direction and oversight of the Undergraduate School, Moody Aviation, in partnership with Spokane Community College, offers a Bachelor of Science in Mission Aviation Technology to students interested in serving on the mission field as pilots or mechanics.

The objective of the Department of Missionary Aviation Technology is to prepare young men and women to serve effectively with missions in world evangelization using aviation technologies. An integrated program of studies in Bible, missions, aviation, and general education prepares the missionary technician for this specialized role.

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

Click here to view the embedded video.

MMS Aviation operates a unique A&P training school for prospective missionary aviation candidates.  The unique nature of this program saved mission agencies over $500,000 last year by uniquely combining highly supervised A&P training within a production oriented aircraft maintenance facility.  Listen to find out more. (Website: www.mmsaviation.org Blog: www.mmsaviation.blogspot.com)

Many missionary pilots on the field today are graduates of the LeTourneau flight program. (Click to enlarge)

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.

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Why do most mission agencies require candidates to possess an A&P license?

There are several reasons. However let me say this up front. When I would share this with churches and individuals, very often someone would respond, “Well that makes sense, so you can fix your airplane when it breaks down in the jungle.” Guess what….that really isn’t true. Yes it can happen and has, but it’s actually very rare. Why? I believe it’s becasue mission aviation aircraft tend to be better maintained than the general population of aircraft over all. But here’s the answer to the above question.

MAF 206 departing from a newly opened airstrip in Indonesia. (Click on image to enlarge)

First, remember where we fly.

When work needs to be done…mission staff have to do it.Top end overhaul, starter replacement, routine 500 hour inspections on alternators, starters, magnetos.

Also in MAF’s case, we are required to complete a thorough inspection of the aircraft every fifty hours of flight which includes (but is not limited to)- oil/filter change; inspections of the brakes, prop , magneto, starter, fuel injection system, avionics, flight controls, cables (checking tension, broken strands and pulley wear), lights/electrical, skin/fuselage surfaces, etc. etc. etc. These inspections are based on a precise set of standards and tests that only a trained A&P can often perform and understands the importance of maintaining.

In other words what you are required to do on the field as an missionary pilot/mechanic goes way beyond what most weekend pilots are capable of or have had professional training in, technically inclined or otherwise.

Second, it is an issue of efficient use of available resources.

A&P students in Powerplant Lab

Again, remember where we are: generally poorer third world economies. On most larger bases there are dedicated maintenance specialists. However the ratio is generally one maintenance specialist for every four or five planes. Therefore he/she cannot be expected to deal with all of the day to day maintenance squawks that pop up.

Here the bread and butter, pilot/mechanic comes into play and because he/she can handle most day to day problems and most importantly legally sign off the log books on his/her work, the entire flight program operates more efficiently with less down time per aircraft and more flights completed in a timely manner.

There are also many smaller bases around the world with only one or two families in the entire country. What then? Well, for one thing, the A&P license isn’t an option, it’s is a hard requirement. Add that many of these pilot/mechanics often have their IA (Inspection Authorization) as well. This is basically an advanced level A&P with certain authority granted by the FAA to sign off and oversee very major aircraft work (like complete wing rebuilds for example).

Finally, let me use a real example from my own experience.

While I was flying in Ecuador with MAF, one of our pilots, Dan, had just taken off late one afternoon from a jungle airstrip deep in the Ecuadorian rainforest.

MAF Pilot Dan Rogers and short-term A&P Rick replace turbo-charger in the field (with an audience)

He immediately felt the initial drop in power when he reached one thousand feet AGL as the turbo charger began to die. They just do that sometimes. With twenty years of flight experience under his belt he had seen this before. Returning to the same strip for an uneventful landing he did some checks on the ground to pretty much verify that the turbocharger was in fact ready for the junk-pile.

Radioing back to the hangar in Shell, 60 miles away as the crow flies, he asked for a pick-up and it was decided he would leave the aircraft, fly back to Shell with another MAF pilot flying in the area that afternoon and come back the next morning to replace the turbocharger in the field.

The next morning I flew Dan and a visiting short-term A&P mechanic from the US, Rick, back to  the airstrip to begin the work. I continued on my route. By early afternoon they were finished and flew the plane back to Shell.

Dan is a Commercial Pilot and an A&P and this is just the type of job our guys are can be called on to perform in the field. So I hope you can see and agree…this is no place for a weekend mechanic.

In conclusion

Missionary aviation is composed of a unique cadre of professional airmen; combining both commercial piloting skills and A&P maintenance skills in one package. So no matter what you may have heard, 99% of the time, we do require the A&P license.

So if this is what God has called you to and you want to be the best you can be serving Him, get your A&P.

Remember, “Be diligent to present yourself approved to God as a workman who does not need to be ashamed, accurately handling the word of truth.” 2 Tim 2:15.