Meet the crew
Contents 2 4 5
A mechanic finds fulfillment in serving Bible translation.
Eggs in a Fragile Aluminum Basket Flying over treacherous terrain in Indonesia requires complete trust in God.
The Only Way In Aviation makes Bible translation a reality in Indonesia’s Eastern Highlands.
“So What Do You Do in Aviation?”
Bringing Comfort In tragedy, a team’s effort brings glory to God.
A Cinderella Story Enthusiasm for Bible translation takes root at an amateur theater production in Papua New Guinea.
God Provides a Team
The Home Team
Rev. 7 Every Nation People Language is a quarterly publication of JAARS Inc., which supports appropriate technologies and services in transportation, information technology, and language media for SIL International, the Wycliffe Global Alliance, and other partners in the global Bible translation movement. The magazine’s name points to Revelation 7:9–10—the time and place where people of every language group will one day worship together before the throne of God. Our Vision: To see people’s lives and communities transformed by experiencing God’s Word in their own language
Managers and administrators are essential to a successful aviation program.
Editor Virginia Vinton Managing Editor Sarah Baer Graphic Designer Joyce Hyde All Scripture quotations, unless otherwise indicated, are taken from the New International Version, 1984.
Prayer is an essential element of any aviation program.
From Waxhaw, North Carolina, JAARS personnel train and support overseas aviators.
Virginia Vinton, Editor
You’ve been there. I know I have. Antsy to advance but maintaining composure, I inch forward in line. A sigh escapes as I remove shoes and coat, change and keys. Does anyone enjoy today’s security measures in airports? But even with my fingers drumming, deep down lies a sense of relief, yes, even gratitude that such measures are taken to ensure my safety on board. Out on the tarmac a team fuels the aircraft, performs routine maintenance, and even walks the plane out to taxi. In the cockpit, pilots prepare for the flight. Keeping a 747 in the air requires a full crew. By contrast, mission aviation sometimes appears to be a one-man show. Back in 2006 in Mozambique, I boarded a Cessna 206 for a flight to neighboring South Africa. No mechanics surrounded the plane before take-off. The pilot himself performed maintenance checks, removed the wheel chocks, shouted “Clear!” out the tiny, open window, and proceeded to the runway. Only a pilot and a plane, it appeared.
Since then, I’ve learned that even a short flight is impossible without the work of a diverse and gifted team. Often unseen, these mechanics, administrators, and managers not only ensure that the plane is maintained and repaired, but also imported properly into each country with paperwork regularly updated to meet government regulations. And long before arriving in-country, aircraft are modified and pilots specially trained by JAARS Aviation staff in preparation for flights into some of the most remote regions on earth. Far from a lone pilot and plane, dozens of people make that medical evacuation or Scripture delivery flight a reality. In this issue of Rev. 7, you’ll meet a few of the crew who make aviation in support of Bible translation possible.
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meet the crew
“I’m Just a Mechanic”
spring 2013 Volume 8 Issue 2
Far from a lone pilot and plane, dozens of people make mission flights a reality.
WWW.JAARS.ORG Rev. 7
An Incredible Career: Having served many years as an aircraft mechanic, today Ken Bailey oversees inspection of aircraft before they are released for overseas service.
After receiving my first airplane ride as a ten-year-old boy, I decided I wanted to be a pilot—not just any pilot, but a bush pilot, living a life of adventure. I learned all I could about airplanes. I hung around the airport, talked with pilots, and built model airplanes. Planes were my life. Eat, sleep, drink airplanes. Even at that young age, the Holy Spirit impressed upon me that my ambition to fly should be used to serve God. In high school I washed planes, mowed grass, did whatever it took to pay for flying lessons. I didn’t buy my high school class ring because for the price of that bit of gold I could go flying for two hours! Eventually I earned my private pilot license. Then, knowing that most missionary aviation organizations require pilots to have an aircraft mechanic’s license, I enrolled at LeTourneau University to study aircraft maintenance. While there, I heard about JAARS and was challenged by pilot Merrill Piper, who said that love of flying alone would not suffice for the rigors of serving in missionary aviation. “We don’t need pilots,” he said, “we need men who are dedicated to Bible translation, who happen to fly, and are very good at it.” He then posed a shocking question: “What will you do if you lose your medical certificate and can no longer fly?” I hadn’t thought of that before, but the challenge stuck and the desire to be a part of Bible translation began to grow in me. Merrill’s “prediction” came to fruition sooner than expected, but not for medical reasons. It was simply too expensive to obtain a commercial license. Still I felt strongly called to missionary aviation, so in 1978 my wife, Leanne, and I joined Wycliffe Bible Translators— she as a librarian and teacher, and I as an aircraft mechanic. In the years since, we have become increasingly convinced of the need for aviation in Bible translation. In parts of Indonesia, ten hours of hard paddling in a dugout canoe equal only ten minutes in a helicopter. I know. I
"i'm just a mechanic" 2
did both on two consecutive days. Trust me, riding in the helicopter is much more comfortable than sitting in the wet bottom of a dugout, swatting bugs. Coworkers there working on the “Q” translation had the choice of riding to work for twenty minutes in a helicopter or traveling for up to two days, using a combination of airplane, canoe, and hiking. Today the Q Church is thriving because they have God’s Word in their own language. In 1948 William Cameron Townsend, founder of Wycliffe Bible Translators, realized how difficult and often dangerous travel was for Bible translators in Peru, South America. He established JAARS, and for 65 years aviation programs have not only made travel for linguists, literacy workers, administrators, and others more enjoyable, but they often make the entire Bible translation project possible. Today JAARS and partner organizations operate about 30 planes and helicopters in Indonesia, Papua New Guinea, Brazil, Peru, Cameroon, Tanzania, the United States (training), and soon, Australia. At the JAARS Center, specialized training equips personnel for the rigors of mission flying. I love doing Bible translation. I just happen to do it with wrenches, screwdrivers, hammers, and pliers. Am I disappointed at not being a missionary pilot? Sometimes. But I’ve had an incredible career, including not only aircraft maintenance but flight testing, prototype development and certification, aircraft manufacture, and project engineering. To quote famous industrialist and philanthropist R. G. LeTourneau, “I’m just a mechanic the Lord has blessed.” And it has been a blast, to be sure. —Ken Bailey Ken is assigned to JAARS Aviation in Waxhaw, North Carolina, where he uses his expertise in aircraft maintenance quality control to prepare aircraft, mechanics, and pilots for service overseas. This article is adapted from “Pilots and Mechanics Doing Bible Translation,” which Ken wrote at the request of Global Bible Translators (a Korean partner organization).
in a Fragile
Aluminum Basket As I climbed up into the Pilatus Porter, lighthearted chatter drifted forward from the cabin behind me. The six guys in the back were ribbing each other with the ease that comes from decades of working together and perhaps from being well acquainted with each other’s foibles. The easy goodwill and camaraderie were palpable. I smiled as I went through my prestart checklists on the airplane. Andi, Demi, Yuli, Enos … what a group of heroes. Yapil was my last stop of the day— a day that felt a bit like driving the city bus. I had landed in the mountain villages of Kosarek, Nipsan, Omban, and Okbap, gradually collecting the team that has been working on the Ketengban Old Testament translation. As I started the airplane in Yapil, it dawned on me: I’ve got all the eggs in this basket. Lord, we’re always dependent on you for safety, but it would be particularly devastating to lose this group of guys. As I thought about that flight, transporting the entire translation team to Sentani for two weeks of checking their
drafts with their translation consultant, I was struck by how tenuous this whole thing is. Suspended 10,000 feet up in an empty sky, a single engine pulling a pair of wings over a seemingly endless stretch of impenetrable rainforest … it’s easy to feel incredibly vulnerable. All our eggs in a fragile aluminum basket. Most of the time this endeavor of reaching the remotest parts of the earth with the Good News of Jesus feels just like that—ridiculously fragile. The only way this work will ever succeed is if God undergirds it, protects it, and prospers it. But it is his work and it will bear fruit. The Ketengban team had a great checking session, and the Old Testament should be finished in 2013. —Nate Gordon Nate and his wife, Sheri, have served in Papua, Indonesia, since 1997. Nate relates his experiences through a top-notch blog at www.wanderprone.com.
When it's all been said and done
The Only Way In No navigable river leads to the Ketengban region of Papua, Indonesia. No road winds through the rugged mountains to the 15,000 agriculturalists living in 80 traditional villages. The only way to reach this group is by plane—specifically, a single-engine aircraft capable of landing on a short runway. My wife and I began translating the Bible into the Ketengban language in 1981. For the next 20 years, mission aviation not only sustained and nurtured the translation program but also provided the means for ongoing literacy, health, and development programs in this region. This involved delivering all the supplies and equipment needed for the project, as well as transporting our family to each village that had a usable airstrip. Mission pilots evacuated patients in crisis to receive medical care. They flew local translators to and from vital training workshops. Air travel made interaction possible among local leaders throughout the region, as well as with national and regional church leaders. Pilots delivered Scripture portions, both printed and in audio form, to key locations. My wife and I still work with the Ketengban, though we now live in North Carolina. How? In 2009, information technology specialists traveled by plane
Special Delivery: Ketengban pastors gratefully receive pre-publication versions of four Old Testament books.
to several villages to install satellite equipment and solar panels, making daily communication between North Carolina and remote Papua possible. In my mind, there is no doubt whatsoever that aviation played a vital role in reaching the Ketengban people as widely and effectively as they have been. This was true back in 1980 when we first began to live among them, and it’s still true today. —Andrew Sims Andrew is a translation consultant and trainer for mother-tongue translators and consultants with The Seed Company, a partner organization.
A Vital Link: From medical evacuations to Scripture delivery, aviators have served the Ketengban since 1981.
Paul Westlund, a gifted pilot and dedicated Christian, died in Papua, Indonesia, on September 22, 2011. During his life, Paul flew into the Ketengban region countless times and helped create a video to share his passion with others. Watch and get a glimpse of a missionary pilot’s heart. Scan the QR code or go to http://delivr.com/2khke.
what Do You Do in Aviation?”
not everyone fixes or flies Over the past three years I have been asked scores of times, “So what do you do in aviation?” When I answer, “I’m a safety and quality manager,” these inevitable questions follow: “Are you a pilot?” “Are you a mechanic?”
I had my plan for my post-Navy life, and God had his. Just as Bible translators need a support team, aviation programs require people who do not fly or fix aircraft. Other aviation roles include flight coordinator, parts inventory supervisor, financial clerk, loader, business manager, and more. With capable personnel staffing these positions, they need not be filled by pilots or mechanics.
In 2006 I retired from a 22-year aviation career in the US Navy, where I served in multiple roles: helicopter and airplane mechanic, flight engineer, helicopter rescue swimmer, and manager. I retired with two aims: I didn’t want to work in aviation, and I didn’t want to travel. It wasn’t that I didn’t love aviation; I wanted to try something new and spend time with my family after years of world travel. Proverbs 16:9 states, “In his heart a man plans his course, but the Lord determines his steps.” I had my plan for my post-Navy life, and God had his. He made his plan clear to me in Waxhaw, North Carolina, in 2006. Attending a JAARS Day open-house event, I caught the Bible translation “bug” and started on my way to continued aviation work and more travel, but this time with my family. In January 2009 the five of us stepped off an airplane in Papua New
Guinea (png) where we have lived and served since. In png, the Civil Aviation Safety Authority requires each aviation operator to employ a safety and quality manager. That’s what I do in SIL’s aviation operation, and my work is multifaceted, challenging, and seldom boring. In short, my responsibility is to ensure our aviation program remains compliant with government requirements. First, I’m a researcher. By law, when the png minister for civil aviation creates or changes a rule, he must always publish a notice of his intention in a national newspaper and the governmental publication, The National Gazette. I monitor these publications and relevant websites for notices affecting our aviation program and make sure our procedures change to comply with our host country’s new requirements. I also serve as a liaison with regulatory authorities, ensuring that all required changes are implemented. This includes keeping required certificates up to date. To operate in png our organization must maintain an Air Operator Certificate and a Maintenance Organization Certificate, both issued by the Civil Aviation Safety Authority. As our operations and personnel change, these documents must be kept current.
Could God be leading you to join the aviation team? Currently, 26 overseas positions need to be filled, and 14 roles remain open at the JAARS Center in Waxhaw, N.C. To learn more, visit www.jaars.org/serve or indicate your interest on the response page in this magazine.
In addition to researcher and liaison, I’m lead auditor, guiding an internal team through an annual audit program that looks at all elements of the operation. I’m also an investigator. Regulations require that each reportable incident, such as a mechanical failure or control malfunction, be investigated to identify root causes and to help prevent a reoccurrence. It is both challenging and immensely rewarding to be a part of a team working to advance Bible translation. Serving as a safety and quality manager in Papua New Guinea was certainly not my plan. But I will say it is a privilege to have served the past three years, and I have done so with no regrets. —Scott Harms Scott, his wife, Tammy, and their three teenagers have served in Papua New Guinea since January 2009.
The png Aviation Crew: Forty-nine skilled individuals team up to serve 190 language groups in png (several unavailable for photo). 6
pilot, surgeon, and donors ta ke part in a lifesaving mission
In Cameroon, government regulations forbid flying after dark. I had just received a call from a clinic in Tinta, a remote village, with news of a patient who needed to come out as soon as possible for surgery. Because it’s a four-day trip from there to Banso Baptist Hospital via local transportation and on foot, a medical evacuation by helicopter was necessary. As darkness fell, I asked the clinic supervisor to call me the next day as soon as the weather was clear, and I would begin the 40-minute flight to Tinta. The next morning I got up early, fueled the helicopter, and waited for the phone to ring. At 9 a.m. the call came with news that the weather was still poor. I asked for an updated weather report in one hour. At 10:00 the supervisor phoned again; the weather was better. I hoped “better” was good enough! One challenge of flying in rainy season is that the later in the day you fly, the greater the chance of encountering bad weather. I have flown on a clear morning at 6:30 and seen bad weather move in by 9:00. On this particular day in Banso, the bad weather was already moving in, and it did not look good. I decided to try it, prayed for safety, and took off. Flying west I could see no
Whisked Away: Clinic personnel (above) carry Comfort to the helicopter that transported her to a hospital for urgent medical care.
clear path, so I detoured south toward a big valley. As I crossed the valley just below the cloud base and cleared the barely open mountain pass, I prayed it would stay open for my return trip. Clouds still blocked my direct flight to Tinta, so I followed a river basin north to another pass. From there I could see a clear route below the clouds and with a little zigzagging made my way into the valley. Then it started to rain.
I decided to try it, prayed for safety, and took off. Moving ahead, I searched for Tinta and finally spotted the landing pad in the clear! Once on the ground, the clinic supervisor ran out. I told him to load quickly because rain clouds were moving in fast. Four men carried the female patient on a stretcher, loading her into the front seat, with her husband in the back. Immediately, I took off for Banso. Retracing my route, the weather was still clear enough to make it home.
Relieved, I landed at the hospital where the patient was rushed into surgery. The next day I visited the patient, whose name is Comfort. Her doctor said that if the flight had been delayed another hour, she would have died. As Comfort recovered, I told her and her husband it was by God’s grace she was still alive. Not only did he provide a safe flight through the weather, he put together the team that saved her life. Tinta’s clinic supervisor says he serves in that remote village because God has called him. His family lives in Banso, and he gets to see them only about once every three months. A team supports me financially and through prayer so I can fly the helicopter; other donors paid for the helicopter. A missionary surgeon trained the doctor who operated on Comfort, and even the hospital was founded by a medical missionary. I will need to wait until I get to heaven to know God’s purpose, but Comfort knows that she almost died and that people who serve the one true God were instruments in saving her life. —Eric Wolf Eric has served as a pilotmechanic in Cameroon since 2008.
Pilatus PC-6 #5 for Indonesia Urgent medical evacuations are just one vital service made possible by mission aviation. In Papua, Indonesia, aircraft land in villages surrounded by rainforest or 14,000-foot peaks, transporting Bible translators, other missionaries, teachers, and local officials. A PC-6 added to the fleet will mean fewer delays, more flights, and lower travel costs for Bible translators. To give to project 5358, go to the response page in this magazine or visit www.jaars.org/donate/5358. Rev. 7
As the father of three girls, I know the Cinderella story well. But little did I know the fairy tale could promote Bible translation in Papua New Guinea (png). As maintenance controller for SIL’s aviation program there, my duties include implementing government regulations, serving as a liaison between pilots and mechanics, and importing aircraft. Bringing new planes into Papua New Guinea is a complicated process, and the third Kodiak, which arrived in October 2011, was no exception. I had labored long over the paperwork but was apprehensive that I might have missed some required detail, as I awaited the arrival of Stephen, an inspector from the Civil Aviation Safety Authority. Traveling from the capital, Port Moresby, Stephen would visit the hangar for several days, carefully checking each form I had prepared. First he looked over my application for the certificate of registration and inspected the plane for the correct display of registration marks. He chased a few paperwork trails and then issued the first of two needed certificates. There had been challenges as we worked together, but we had come through the first stage. Next he needed to determine if the plane was airworthy. For three days he studied our paperwork. He inquired into log book entries of the work we had performed on the aircraft. Careful scrutiny of the minimum equipment list application, which would add this new plane to the already approved document for the other two Kodiaks, filled a full day. Sitting in the cockpit for three hours, list in hand, I explained the intricacies of the new glass cockpit. 10
More inquiries followed, and I made revisions. Drained at the end of each day, I hoped we would soon obtain the final certificate. One evening Stephen joined our family for supper. We talked of family and ministry, both his and ours. After dinner we took him to an amateur theater production of Cinderella. He said he had raised his children on the story and its message of rising above hard circumstances. Spellbound, he sat through the performance. Afterward he requested the video recording of the production to share with his wife and grown children. The next morning found us back in the aviation office. Satisfied, finally, that the new Kodiak was airworthy, Stephen issued the certificate of airworthiness. Now the Kodiak could serve Bible translation in Papua New Guinea. The story doesn’t end there. When Stephen got off the plane that returned him to the capital, he stopped to talk with SIL staff, boarding for the return flight. He told them he had enjoyed a successful time at Ukarumpa and wanted to be involved in putting the Scriptures in heart languages. The Lord used the Kodiak, a long importation process, and Cinderella to draw Stephen closer to Bible translation in Papua New Guinea. —Merle and Ann Busenitz Merle and his wife, Ann, have served in Papua New Guinea since 1985 in aircraft maintenance and education.
Ready to Serve: The Civil Aviation Safety Authority’s inspector (left) presents a certificate of airworthiness to Merle Busenitz, enabling the third Kodiak to begin serving language groups in png.
A Magical Moment: The Ukarumpa Community Theater presents the story of Cinderella in png.
Thankful Hearts: SIL personnel and others gather in October 2011 to give thanks for the third Kodiak to arrive in png.
Provides a Team At 5 p.m. on April 5, 2011, my cell phone rang. Our large 13-passenger aircraft was having landing gear problems, and the two pilots needed help. As maintenance manager for SIL’s aviation program in Papua New Guinea (png), I am responsible for the maintenance of the aircraft, a B200C King Air. Back in January its engines exceeded temperature limits, which forced me to ground it in Cairns, Australia. Since its return to png in March, my team had been working hard to rectify the 20 squawks the aircraft had developed sitting in Cairns’ salt air, besides weathering a cyclone. That April day our two pilots were finally doing a test flight of the aircraft. After one and a half hours of flying and testing the landing gear, the main gear lights, which indicate the landing gear is down and locked, would not come on. I talked the pilots through troubleshooting
procedures, but nothing worked. As daylight was fading we agreed they should land at Aiyura airstrip, near the SIL Center, where our aviation team could help. The local fire crew and clinic personnel were called to the scene. As the aircraft’s wheels touched down, one pilot shut down both engines, hoping to limit damage should the main landing gear collapse. Immediately the right main gear started collapsing, and the propeller dug into the ground. The pilot was able to keep the aircraft on the runway, but as soon as it slowed down, the left main gear collapsed and the tail slammed down. Watching the King Air slide toward me, I was overwhelmed. It would take an enormous effort to get this machine back in the air again. First we needed manpower to lift the multi-thousand-pound aircraft onto its feet again, as cranes and inflatable
It would take an enormous effort to get this machine back in the air again.
airbags are not available in png. Thousands of dollars’ worth of repair parts needed to be located and shipped. We lacked aircraft mechanics to repair the plane; our current staff would be busy meeting our normal flight schedule. And we needed the insurance company to pay a $260,000 claim. But almost immediately God started to faithfully provide for his children as he promised in Philippians: “And my God will meet all your needs according to his glorious riches in Christ Jesus” (4:19). He gave our aviation team wisdom and strength as we slowly jacked up the King Air, extended the gear, and temporarily braced it so we could roll the plane into the hangar for further repair. From Waxhaw, North Carolina, JAARS staff helped us locate the parts needed. Three mechanics from Missionary Maintenance Services in Coshocton, Ohio, came for a month to help do some of the repairs. And after several months, the payment arrived from the insurance company. The King Air was flying again by mid-2012. What caused the gear to
A handful of aviation suppliers donate or offer discounts on parts, when possible. Would your company like to join them in supporting Bible translation in this way? For more information, contact Jim Metzler at 704-843-6282.
collapse? Two small bushings, one-inch long and ¾-inch wide, had frozen in the corrosive salt environment of Cairns. Aviation is a very unforgiving industry and even the most minute detail makes a difference. Mission aviation personnel around the world need your prayers for sharp eyes and continued discipline to always do their work thoroughly and carefully. —Bill Wulff Bill has served as an aviation maintenance specialist in Colombia, South America; Waxhaw, N.C.; and Papua New Guinea since 1981.
You’d think a JAARS magazine would contain at least one story about JAARS; this issue appears to have none. But scratch beneath the surface, and you’ll discover that not one but all of this issue’s stories connect to the JAARS Aviation crew. From the maintenance trainer and flight instructor who train pilots and mechanics, to the buyer searching for parts, to engineers and technicians modifying aircraft heading overseas … the aviation team here in Waxhaw serves. But they are now limited in the amount of service they can offer. Several key positions await the right people to fill them. Take a look; perhaps God is calling you to volunteer six months a year or join the team year-round. Maybe he wants you to join the crew.
Needed: 1 Parts-inventory bookkeeper 1 Parts-inventory buyer 1 Safety system and quality control manager 2 Maintenance trainers 2 Research and development engineers 4
(Aircraft Maintenance Technicians)
1 Pilot for Missions at the Airport ministry 1 Flight instructor with field experience
A miracle of partnership Woody McLendon, JAARS President
Late last year we faced a huge and unexpected challenge. JAARS had been on a long waiting list for a Quest Kodiak to fill a need in Papua New Guinea (png). On December 12, Quest Aircraft offered us an opportunity to buy a plane two years ahead of schedule. The catch? We needed to come up with about $800,000 in less than two weeks. I remembered what two dear friends and prayer warriors taught me years ago. Dan and Marilou Weaver never prayed for money. Instead they always asked God specifically for what was needed in a situation. As I looked at this airplane, I realized we needed a lot more than money … we needed a miracle. If you followed JAARS on our website or on Facebook, we asked you
to pray. We also let you know how to donate if God led you to help. And God did it—he provided, and we purchased the Kodiak. It is now at JAARS being prepared to go to png this summer. This wasn't just a miracle of provision—it was also a miracle of partnership. Our colleagues at Wycliffe Associates generously helped, as did many friends of JAARS. We worked closely with Quest Aircraft and SIL in png on many details. We couldn’t have done it by ourselves and so God provided a team of partners to make it possible. In the end, we want God to get all the glory because he is the one who accomplished a miracle for his honor.
1 Business manager
the right tool Different aircraft fill different needs in mission aviation. Decide which aircraft would be the best choice in each situation below. Use each aircraft only once.
TAKE IT TO HEART
a g er
Whatever you do, work at it with all your heart, as working for the Lord, not for men. —Colossians
ce pt io
Fill in the blanks with jobs you might like to do someday. Then cut out the verse, tape it on your mirror, and read it each day until you know it by heart.
Pilatus PC-12 Travels
at 322 mph (the fastest in the fleet) Carries two pilots plus nine passengers Uses jet fuel
n ic a h c e M
jet fuel No runway needed Carries a pilot plus six passengers
two pilots plus nine passengers Uses jet fuel Best performer on the shortest airstrips
Bell LongRanger helicopter
Robinson R44 helicopter Easy
YOU’RE THE PILOT Experience mission flying firsthand by scanning this QR code with a smartphone or by going to http:// delivr.com/2dfjm.
to maintain No runway needed Uses aviation gas (avgas) for fuel Carries a pilot plus three passengers
jet fuel Carries a pilot plus nine passengers After the PC-12, the fastest in the fleet Can land on short runways
avgas a pilot plus five passengers Parts readily available worldwide Carries
1. You need to fly into a remote village without a runway to pick up five passengers. Answer:
2. A pastor needs to be flown to the regional hospital as quickly as possible for surgery. Answer:
3. Nine government officials need a ride from a capital city to a village to celebrate a newly published Bible. The airstrip near the village is very short. Pilot and co-pilot needed. Answer:
4. You want to start up an aviation program in a location that (surprisingly) has a good supply of avgas. You expect extra repairs will be needed to the planes due to rough airstrips, so parts must be readily available. Answer:
5. A burn victim in a village with a short runway needs transport to the hospital as quickly as possible.
© Andrey Kiselev I Dreamstime.com
1. Bell LongRanger, 2. Pilatus PC-12, 3. Pilatus PC-6, 4. Cessna 206, 5. Quest Kodiak, 6. Robinson R44
In mission flying, air and ground crew work alongside administrators to get the job done. Can you think of another activity or job that requires teamwork?
6. An aircraft is needed for an aviation program in a remote area. It must be easy to maintain and able to land in all locations, airstrip or not.
for praying, giving, and telling others about JAARS and Bible translation. Please send me (check all that apply): Rev. 7 Quarterly magazine highlighting Bible translation worldwide Prayerline Bimonthly prayer calendar Please contact me with information about:
Missions at the Airport season is underway! Catch a glimpse into the world of Bible translation through demonstrations, children’s activities, aircraft rides, and much more. For specifics, go to www.jaars.org/events. Join us at: • Sun ’n’ Fun International Fly-In and Expo in Lakeland, Florida, April 9−14 • Missions at the Airport in Knoxville, Tennessee, April 20−21 • Fairfield County Wings and Wheels Air Festival in Winnsboro, South Carolina, May 11 • JAARS at America’s Keswick Conference Center in Whiting, New Jersey, May 24−27 • EAA AirVenture in Oshkosh, Wisconsin, July 29−August 4 JAARS Day, June 8, 2013, will feature a wide variety of activities for the whole family. Come learn how it, transportation, and media are critical to making Bible translation possible. Plan to ride in a helicopter and stay for lunch. For more information, go to www.jaars. org/jaarsday. 18
Check-IT-Out Vacation Conference will be held June 23– 28. Singles, couples, and families are invited to see firsthand how it skills complement Bible translation. This five-day event at the JAARS Center includes an interactive children’s program that frees adults to attend morning sessions. Afternoon activities include swimming, a picnic with it staff families, helicopter or plane flights, a ride on our 4wd training course, and free time to explore the area or meet with our staff. Read more at www.checkitout.org and register today for the early reduced rate. A new Kodiak from Quest Aircraft will soon join the Papua New Guinea fleet, helping meet the transportation needs of 190 language programs. Praise God with us for his amazing provision. Read the whole story in our president’s column on page 15.
Serving with JAARS or partner organizations Giving a church presentation about Bible translation JAARS global project opportunities Including JAARS in my estate or will, or giving non-cash, appreciated assets Praying for a Bibleless people group through Wycliffe’s Bibleless People’s Prayer Project
Pilatus PC-6 #5 for Indonesia
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The Finish Line, a Wycliffe publication, is now available at www.wycliffe. org/Pray/Publications.aspx. Learn how you can pray specifically for translation programs that are nearing completion.
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JAARS Inc. PO Box 248 Waxhaw NC 28173-0248
crew (kroo) n., a group of people associated together in a common activity â€”Merriam-Webster Dictionary