There's no denying that flying is risky.
So is driving your car.
But just because there is risk involved in what we do does not mean that we don't do it, instead, it means that we manage that risk, and this risk management is a continually developing process as we grow in experience.
In aviation, some flying is more dangerous than other flying. For example, on a clear, calm day, you're less likely to bend metal while landing the airplane than on a day when the wind is a strong, gusting crosswind. Just like it's more dangerous driving your car in the middle of a thunderstorm through the mountains at night, than driving your normal morning commute.
It's also more dangerous flying into short, grass airstrips which have trees on both ends, than it is landing on a large, paved runway.
So is driving your car.
But just because there is risk involved in what we do does not mean that we don't do it, instead, it means that we manage that risk, and this risk management is a continually developing process as we grow in experience.
In aviation, some flying is more dangerous than other flying. For example, on a clear, calm day, you're less likely to bend metal while landing the airplane than on a day when the wind is a strong, gusting crosswind. Just like it's more dangerous driving your car in the middle of a thunderstorm through the mountains at night, than driving your normal morning commute.
It's also more dangerous flying into short, grass airstrips which have trees on both ends, than it is landing on a large, paved runway.
Practice airstrip in NC.
Some of the most dangerous flying is bush flying: flying into semi-prepared airstrips in remote locations. Many of these airstrips are one-way, with a mountain off one end of the airstrip, or a drop-off on the other end. This means you can only land one way, and turn around and take off the other, no matter what the wind is doing.
It also means that there's no go-around. You only have one shot at landing, and if something goes wrong, you're committed to keep the plane on the ground, even though it means you'll crash, because the only alternative is a worse crash into the side of a mountain.
To give you an idea of something that might happen, watch this video and look at the clip between 3:21 and 3:28.
It also means that there's no go-around. You only have one shot at landing, and if something goes wrong, you're committed to keep the plane on the ground, even though it means you'll crash, because the only alternative is a worse crash into the side of a mountain.
To give you an idea of something that might happen, watch this video and look at the clip between 3:21 and 3:28.
Even if dogs, or pigs, or other animals run out in front of the plane, you're still 'committed'. Whereas at a normal runway you could simply 'go-around' and try again, in this case you cannot. As I said, it's more dangerous.
Because of these dangers, most mission aviation organizations require their pilots to have a flight helmet. Many minor accidents have killed pilots but left passengers uninjured because of the pilot's head impacting the (hard) control yoke or (harder) instrument panel.
A quality flight helmet costs between $1000 and $2000 dollars, and you might recall from a previous blog post that Jamin was given a military flight helmet by a young man who felt that it would be put to better use on Jamin's head than on his bedroom shelf.
Because of these dangers, most mission aviation organizations require their pilots to have a flight helmet. Many minor accidents have killed pilots but left passengers uninjured because of the pilot's head impacting the (hard) control yoke or (harder) instrument panel.
A quality flight helmet costs between $1000 and $2000 dollars, and you might recall from a previous blog post that Jamin was given a military flight helmet by a young man who felt that it would be put to better use on Jamin's head than on his bedroom shelf.
Same style of flight helmet as Jamin's, except Jamin's was in worse condition.
The problem with military helmets is that they use different electrical plugs from General Aviation (GA) systems. Because of this, and because of the condition of the helmet, Jamin sent it to a company that refurbishes helmets and converts them to civilian use.
What he ended up with was a more robust, durable, and more personalized flight helmet.
What he ended up with was a more robust, durable, and more personalized flight helmet.
New visor, with a hard-shell visor cover, new civilian ear-phones, a new microphone, paint-job and cushioning, among other things. Hard to believe it's the same helmet!
We're thankful to God that Jamin now has this item checked off the list of things we need to have for serving in missionary aviation. Other people we know have not been able to afford this very expensive item until immediately before they go overseas.
As the individual who gave this helmet to Jamin said, "I hope you never need it."
If you would like to help offset the cost of this helmet refurbishment, you can send checks to:
Compass Aviation
PO Box 307
Shelby, NC 28151
Please specify in a note that this is for Jamin's helmet.
You can also give through PayPal here.
Compass Aviation is a registered 501(c)(3) non-profit organization, and all donations are tax-deductible.
As the individual who gave this helmet to Jamin said, "I hope you never need it."
If you would like to help offset the cost of this helmet refurbishment, you can send checks to:
Compass Aviation
PO Box 307
Shelby, NC 28151
Please specify in a note that this is for Jamin's helmet.
You can also give through PayPal here.
Compass Aviation is a registered 501(c)(3) non-profit organization, and all donations are tax-deductible.
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