For most people, mention of the Bahamas conjures up images of sandy beaches, clear waters and all inclusive holiday resorts. However, there is a darker side to the region, with some of the poorest nations in the world located alongside the more glamorous destinations. In countries such as Haiti and the Dominican Republic, many people live in poverty with access to only the most rudimentary of medical facilities and education.
Amongst the groups who provide aid, education and spiritual support to people in these developing nations are Christian missionaries, many of whom come from the United States. Helping to support these missionaries in their vital task are a number of groups who provide regular air transport of people and supplies into these countries. The largest aircraft currently operated in this role are the venerable Douglas DC-3s from Missionary Flights International (MFI) of Fort Pierce, Florida.
MFI was set up by pilot Don Beldin in 1964 who recognised the assistance that air support would provide to missionaries in the developing world, where transport links and infrastructure were poor. A long time admirer of the Douglas DC-3, Don set himself a target of acquiring and operating such an aircraft and eventually, MFI purchased their first DC-3 in 1976.
Having spent many years in fairly basic accommodation at West Palm Beach Airport, MFI was recently able to move to a superb new facility further up the east coast of Florida at Fort Pierce Airport. The new facility features a dedicated hangar with associated office facilities. This has seen a huge improvement in the group's working environment and has enabled them to provide a much better service for the communities which rely on their support.
Today, MFI operates three DC-3s, all of which are ex-military C-47 or R4D models. Two are standard aircraft with the original radial engines, while the third is a re-engined DC-3-65TP (C-47ATP), fitted with Pratt and Whitney PT6A turboprop engines. This aircraft, registered N200MF, was converted from a standard DC-3 airframe in South Africa.
Originally built in 1943 as a C-47A (USAAF serial 42-23904), it was delivered to the RAF as a Dakota III, serial FD933. It subsequently passed to the South African Air Force (as 6879) in September 1945, and remained in service for many years. In 1989/90, it was rebuilt by AMI and fitted with PT6A Turboprop engines. The change in power plant caused a shift in the aircraft’s centre of gravity, necessitating the insertion of an extension to the forward fuselage. The rebuilt aircraft was delivered back to the SAAF and served until being withdrawn and sold to Dodson Aviation in 1997 (registered N147RD).
MFI acquired the aircraft from Dodson Aviation in 2003 and the aircraft was registered N200MF. It is the mainstay of the MFI fleet, offering greater performance and cargo carrying capability than the standard DC-3 aircraft. Its increased cruise speed means that it can knock over an hour off the journey time to and from Haiti, and the turboprop engines are simpler and cheaper to maintain than the aging reciprocating engines fitted to the rest of the fleet.
The other DC-3 is N300MF, an aircraft which spent a substantial period of its life in the UK. Built as C-47B 43-49860, it was delivered to the RAF as a Dakota IV (serial KN250) in January 1945 and saw service with 525 and 238 Squadrons along with 1 Parachute Training School before being withdrawn in April 1950 following a 'prang' near Netheravon. The aircraft was disposed of by the RAF and after being repaired found its way onto the civilian register as G-APBC with Transair Ltd.
The aircraft was to remain in the UK until 1980, being operated by a succession of airlines, including the early incarnation of British Midland, finally ending up with Skyways Cargo Airlines in 1975. It then returned to the United States, being bought by MFI in 1981 and registered N300MF. The aircraft is currently undergoing repairs after an enforced stay in Nassau, brought about by trouble with one of the radial engines, but it is hoped that it will soon return to the skies.
Currently MFI uses the DC-3s to operate two to three scheduled flights per week to a series of destinations in the Caribbean area, including Haiti (Port-au-Prince and Cap-Haitien) and the Dominican Republic. In addition, other destinations are served when required. Occasionally, emergencies arise and MFI’s aircraft have been used to provide relief during natural disasters such as when Hurricane Felix hit Nicaragua.
In addition to the DC-3s, MFI also operates a Cessna 310N N911MF, with the registration reflecting its emergency role. When called upon, the smaller aircraft is quicker and more economical to dispatch to respond to unforeseen requirements, such as medical evacuation.
The main role of the MFI aircraft is to support the missionary workers in the field. This support takes a variety of forms. Although not actually an airline, MFI are permitted to carry affiliated missionaries, and people who are going to work with these affiliated missionaries. The aircraft are equipped to carry a mixed load of passengers and cargo, with perhaps the most common item carried being mail.
Regular post in Haiti is virtually non-existent, with items taking months to arrive, so carriage of mail from home is one of the primary duties of MFI. Mail arrives at the post room at Fort Pierce, and is sorted and allocated to a flight, then dispatched, with the resulting service being much quicker than using regular mail channels. The mail sorting room at Fort Pierce is very busy, in fact MFI receives the most mail in town! As well as mail and aid supplies, sometimes the aircraft are called upon to carry more unusual items - one of the largest being a mammography unit which was transported to a hospital in Haiti.
MFI performs a vital role, “standing in the gap” for those in the developing world, and providing support for missionary and relief operations. A very impressive and professional organisation, they rely on support from donations to continue their operations. If you would like to support, please visit their website, details are below.
GAR wants to interact with its readers so if you have a question for the author or a comment to make on this feature, please click on the button below. The best comments will appear right here on GAR.2010-01-04 - Paul Minert
Hi,
I'm familiar with MFI, what a great article. Thank you for the airplanes' history.
Paul
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