A Miraculous Rescue

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Most of us don't think much about what happens when an aircraft goes down and the local authorities have to find it and rescue or recover occupants. This is, at best, an uncertain, time-consuming process. At worst, it's a chaotic mess that yields no results.

But as Chief Daniel George once said, sometimes the magic works as it certainly did for the occupants of a Cessna 172 in Idaho last week. Reader Mark Mason sent us the details. At 7 p.m. on Tuesday night, the pilot of the Skyhawk called the Idaho Falls Regional Airport to declare an emergency following an engine failure. The airplane landed successfully on a hard-packed snowmobile trail near the intersection of two roads.

According to Mason's information, a CAP aircraft was in the area on a training mission and was able to make contact with and spot the aircraft on the ground. Eventually, 11 snowmobiles, two ATVs and a SnowCat were sent to rescue the couple. Total elapsed time: an hour and 45 minutes.

Kudos to the CAP and the Bonneville County Sheriff's office for pulling this off so quickly. Although it sounds easy, when agencies are handed a rescue case on a platter—as they were here—interagency coordination and bureaucracy can turn a slam dunk into a goat rope. That didn't happen here and it's worth noting. Good training and disciplined procedures actually work.

The takeaway, however, isn't how well the agencies worked, it's a line in a report from one of the CAP participants: "The two people in the airplane had no survival gear….there is no way they would have been able to walk out and might not have survived the night."

I am unable to confirm if this is true, but whether it is or it isn't, this incident should serve as a reminder for everyone that in an aircraft accident, you can't count on rescue in under two hours. It may be more like two days. So your initial survival depends on what you carry with you in the airplane.

I think pilots tend to err on the unprepared side, thinking that a short flight over the next ridge or 40 miles through the desert is close enough to civilization to obviate the need for survival gear of any kind. So they depart in shirtsleeves. This is a mistake. Although it doesn't happen often, the absence of the most basic survival gear has resulted in fatalities that would have otherwise been survivable.

While I'm not a big believer in packing a 100-pound survival pack, I do think a basic medical kit, signaling equipment and warm clothing during the winter is a must, even in places like the populated northeast. In the mountainous states or in remote areas—the middle of North Dakota comes to mind—a routine flight can turn into a life threatening event in the blink of an eye. What you carry in the airplane can determine whether your live or die.

It's worth some forethought.

Comments (79)

After hearing about the Steve Fosset crash, I spent 500 bucks and invested in one of the 406mhz PLB's. I hope the only benefit I receive from it is the peace of mind that it's sitting right beside me in the plane, and that there will not need to be a search if I need rescued. I also like the fact that if the airplane is on fire, or in the water, I don't have to try and get the beacon out of the tail. I don't think people realize that the old 121.5 mhz ELT would likely be a better signaling device in an emergency if you shorted out the battery to start your fire as opposed to using it as a transmitter. Same goes for your cell phone. In this case, I'd say the reason these folks were rescued so quickly is that they got a call out on the radio before going in, and someone was around to listen.

Posted by: Josh Johnson | March 21, 2010 7:18 AM    Report this comment

Use flight following when available.

In non-radar environments, file a flight plan. Of course you can go IFR, but remember the VFR plan too. You would be surprised how often pilots in places like Alaska file VFR plans. They're used even for everyday routine flights. In the lower states we seem to discount the VFR plan, but it can be a lifesaver.

Posted by: FILL CEE | March 22, 2010 4:03 AM    Report this comment

My wife and I often fly across the OR Cascades and the OR-CA Siskiyou Mtns. I always throw in a small survival pack that I purchased several years ago from QuakeKare in Berkeley, CA. It contains 6-days worth of food and water for two people plus other survival essentials, weighs about 20 lbs, cost about $75, and doesn't take up much room. With the pack, a couple of warm jackets,and a flight plan, I expect we could survive in the wilderness for a week or so.

Posted by: Brent Dalrymple | March 22, 2010 8:51 AM    Report this comment

More than one survival instructor (some of whom have actually used their skills following a plane "mishap") has told me that if it's not on your person "it ain't leaving the airplane". I wear a survival vest when I fly. It contains shelter, tools, a 406 mhz PLB, a signal mirror, compass, etc. I also fly wearing natural fibre clothing appropriate for the terrain I fly over. One of the earliest encounters I had with plane crash victims was in Klamath Falls, OR. The person survived a C182 crash and suffered 1st, 2nd, and 3rd degree burns to his face and head... the rest of his body was encased in winter coats and gloves... not a scratch. All the other occupants of his aircraft died when their synthetic clothing melted to them and added to the fire. Quite a take home lesson. The same survival instructors tell me that the chances of surviving 24 hours are pretty good (if dressed for the occasion). It's the next 24 hours, and the 24 hours after that where most survivors succumb. A flight plan, VFR flight following, IFR, a 406 ELT, and a 406 PLB all stack the odds in my favor. I've attended several WINGS seminars where the 121.5 Mhz ELT was discussed. Basically, a paper weight is about as useful for increasing the odds of post crash survival. SPOT is better than a 121.5 Mhz ELT, but it's not a tool specifically designed to save lives... Bet your life? Use the right tools.

Posted by: John Townsley | March 22, 2010 9:46 AM    Report this comment

I agree with all of the previous posts but in addition, I carry a quality signal mirror, a firearm and ammo in case I need to hunt for food or protect myself from predatory critters, and my survival kit includes good survival blankets for each passenger. Signaling, eating, firemaking gear and keeping warm are critical. (or so they told us in Escape and Evasion School)

Posted by: Steve Fremgen | March 22, 2010 10:02 AM    Report this comment

A firearm and ammo might make be a "security blanket" but they're of very little actual value, a real blanket would be more useful. (Exactly WHAT are you going to shoot? and how will you PREPARE that meal of mystery-meat that you don't really need? Food is not necessary for several DAYS. What you need is WATER, FIRST AID, SHELTER/CLOTHING, and FIRE-MAKING/SIGNALLING capability. Doh.

Posted by: George Horn | March 22, 2010 10:33 AM    Report this comment

Dress for egress !
If you don't carry your survival gear in a vest (that you should wear at all times !), your gear will not be helpful and will either burn with the airplane or sink to the bottom of the ocean.
Most commercial first aid kits are junk.
Ideally, the first aid kit should contain adequate items such as blood-stopper bandages (Military Style), Quickclot hemostatic sponges, Kerlix rolls, triangular bandages, 4x4 gauze pads, SAM splints, etc...
The importance of a 406 MHz PLB cannot be overemphasized...
A sturdy knife, a BIC lighter and waterproof matches in a suitable container, a signalling mirror and a pocket-sized beacon light are mandatory items.
Quality "space" sleeping bags would surely help.
Flying outside the pattern without a survival vest is foolish - in my book it's like driving on the highway without wearing a seat belt.

Posted by: Alon Smolarski | March 22, 2010 11:55 AM    Report this comment

Quoting Chief Dan George -cool!

It's just the old 'it can't happen to me' false confidence here also - on the other hand, when I plan well with a checklist for a camping trip, somehow there is missing that one item we still forget...

Posted by: David Miller | March 22, 2010 1:58 PM    Report this comment

A couple of years ago, I had an engine shell out in a Cessna 150 1/4 mile off the end of a runway in Ohio, resulting in a damage free but off airport landing. I was regretting not having some bug spray as we almost got eaten alive by the mosquitoes. Something simple that I never thought of in extremely populated western Ohio.

Posted by: Josh Johnson | March 22, 2010 4:54 PM    Report this comment

A local Sheriff commented that he has never gone looking for a rancher, miner or stockman. It is always for the person who arrived in a survival situation by surprise, be it on snowmobile, aircraft or on foot. Implying that self reliance, training and experience mean a higher likelihood of survival.

Flight following is darn helpful when available. Unfortunately, in mountainous terrain it's not to be depended on below 10,000 ft, and perhaps higher. Monitoring center freq and a plan to get off a GPS lat/long in the blind in the hopes that someone will hear and record it may be the only chance to let anyone know you have a problem. A 406 MHZ ELT with GPS input activated from the cockpit before impact might do the same thing. Flight plans MIGHT help long term as an overdue SAR activator, but I find that I rarely follow one explicitly while sightseeing so it's usefulness for a SAR route search may be questionable. The ELT/PLB or a SPOT and cell phone or amateur radio might fill the gap for terminal homing, might not.

Posted by: Thomas Connor | March 22, 2010 6:16 PM    Report this comment

I read the NTSB accident reports. How many would have benefited from carrying survival gear? The answer is approximately zero. Realistically carrying axes and all the other stuff is a waste of time. As a pilot I'm tasked with evaluating risk/benefits and this survival gear stuff is a waste of effort in the lower 48.

Posted by: Mark Fraser | March 23, 2010 1:34 PM    Report this comment

If you get into an inadvertent spin at 500 AGL -you're toast - and survival gear won't help.
But - if you ditch in the ocean or must make an off airport landing in a sparsely populated area...adequate survival gear will make a HUGE difference.
If you survive the emergency but are badly injured, would you rather activate your PLB or wait for days or weeks for the CAP to find you ?

Posted by: Alon Smolarski | March 23, 2010 2:40 PM    Report this comment

Mark - I think your assumption regarding survival gear in the lower 48 is misguided. For example, the book 'survival sense for pilots' describes a crash where the pilot could see houses and hear road traffic but was pinned in the plane in a desert environment. Simple tools would have freed him, or signaling devices on a vest might have hailed others. He lamented the lack of a simple blanket and water to get thru the night. He was discovered by kids playing hooky to sight in a new rifle.

AFRCC has a diary from a woman who survived a crash, the aircraft was covered with snow and she blamed the search planes for not seeing her buried plane. Search dogs found her body and diary years later. Too bad she didn't have a clue, signaling or survival gear. Are they exceptions? Perhaps. So is winning the lottery. If a few pieces of gear can reduce the search time to nil it seems like reasonable insurance. Simple things, like a half dozen soda bottles 3/4 full of water to survive freezing plus paper towels and toilet paper can clean wounds as well as quench your thirst. They take little room and serve many uses.

Posted by: Thomas Connor | March 23, 2010 3:17 PM    Report this comment

An instructor from Billings MT was on his way home to WY after dark in a plane and 'pillowed into' deep snow on a ridge. Again, he could see the traffic in the valley below, called his boss on the cell phone to give a good location and SAR could see the location from the valley, but it took a day to get to the wreck, where the instructor was toasty warm in a sleeping bag. Would he have survived without survival gear? Perhaps. But we all felt better knowing he stayed with the plane where we knew he was safe.

Posted by: Thomas Connor | March 23, 2010 3:18 PM    Report this comment

"the book 'survival sense for pilots' describes a crash where the pilot could see houses and hear road traffic but was pinned in the plane..."

Gee wiz, That sounds like one of the thousands of "no flight plan was filed" events. Sure if you don't file a flight plan and don't use radar services, and don't plan the flight with frequencies along the route THEN IT"S UP TO YOU to prepare for the worst. I also remember ancient days when drivers used to carry road flares and emergency food when they had a trip outside of town. The same with aircraft today, you have to work REALLY hard to put yourself in a situation where an axe or a pistol makes the difference for survival.

Posted by: Mark Fraser | March 24, 2010 7:52 AM    Report this comment

I once lost a student pilot because I warned him not to show up for the next lesson in a sweatshirt and sneakers in the middle of January. My comment was "It would be a shame to survive a forced landing into a cranberry bog only to die of hypothermia on the hike out".

Now you guys have me trying to picture me and a student in a 152 both wearing survival vests.

Posted by: Jerry Plante | March 24, 2010 7:59 AM    Report this comment

Tom, I read both of those "Miracle" survival stories you linked. What's left out is WHY they crashed. If you lack initial pilotage skills then you have to rely on "miracles" even before you reach for the survival gear after the impact...

Posted by: Mark Fraser | March 24, 2010 8:31 AM    Report this comment

I fly mainly in Western Europe for pleasure! The idea of having to carry all that survival equipment would ruin the pleasure for me. Having said that I think a 406Mhz locator beacon is a good idea in sparsely populated areas. The important thing is that someone finds you quickly, very quickly in most cases.If you force land in the sea in a fixed gear aircraft you have about a 50/50 chance of surviving the landing and then about a 50/50 chance of surviving in the sea for more than 2 hours in northern Europe. perhaps 20hrs in the Med ,without a likeraft. The proceedure I adopt is to listen to the aircraft flying 30 000ft above me and make my MAYDAY call on that frequency, that way you have an excellent chance of getting it relayed to the right service.Include your Lat and Long at least twice but not the decimals of minutes.

Posted by: christopher fuchter | March 26, 2010 12:13 PM    Report this comment

50/50 is still a better chance than all the CFIT accidents on land. That's why the best approach is not to get into crash situations at all. Don't expect survival in most cases because planes don't do well when they go down...

Posted by: Mark Fraser | March 26, 2010 1:21 PM    Report this comment

Survival vest: It doesn't need to be bulky. A cheap flyfisherman vest works fine, and the bulkiest item that should be in it is your PLB. Many carry a Camelback/backpack combo full of water draped over their seat back so maybe it will go out with the pilot if there is time. A space blanket, fire starter and some MREs take little space in the pack. A larger supply of water and sleeping bags in the back with the ELT might also survive a fire for later retrieval. A lot of the configuring comes down to how many there are in the plane. By the way, an ax was mentioned several times. I don't recommend it. If you've watched Survivor it appears even a valley girl can handle a machete without inflicting unnecessary injuries, yet is an offensive weapon if needed so it seems the better choice than an ax or gun and will survive a fire just fine. A collapsing backpack bow saw takes little space and also safely cuts firewood, and either works well on a magnesium block/flint for fire starting.

Montana Aeronautics offers a winter survival course led by Mr. Stoffel. In it you use your survival kit contents in winter mountain conditions. Most of us found out that we were carrying junk the first time we went, upgraded to what works and attended the following year without resorting to sleeping in our trucks to get thru the night, so I recommend some testing. Our second iteration was in a snow cave in minus 28F temps.

Posted by: Thomas Connor | March 26, 2010 2:26 PM    Report this comment

''you have to work REALLY hard to put yourself in a situation where an axe or a pistol makes the difference for survival.''

Maybe, if you can plan your broken crankshafts, contaminated fuel, brain fade, customer pressure or un-forecasted icing to the ramp, go for it. As the Nall report points out, some cannot.

The Glacier Park crash pilot owned a C-414 with every form of automation he could cram in it and attended Flight Safety International every six months so he didn't lack basic piloting skills. Bu the might have been out of his normal environment low and slow in the mountains. But he got a job doing just that. He had passed a CAP mountain Search pilot flight check and a USFS contract pilot flight check within the previous two months, probably more than the average pilot crams into a summer.

The aircraft departed Glacier Park Intl - GPI (3000 ft MSL) about 3 pm in early October after considerable weather delay headed for Shaefer Meadow USFS strip - 8U2, and was following highway 2 to Essex, then up the Blackfoot river to 8U2. The crash site was N48 19.016, W113 44.212. If you have a GTF sectional or google earth you can find the location, and the first everyone asks is "what the hell was he doing there???.

Posted by: Thomas Connor | March 26, 2010 4:37 PM    Report this comment

CAP plays the survival kit issue as follows: Each 'corporate' plane has a standardized kit made up of a sleeping bag, insulated sleeping pad, tarp and rope, fire starter, signal mirror, flashlight, pain killer, MREs, water and toilet paper. Crewmembers are encouraged to supplement that with their own kit not to exceed some weight limit that I forget. So if you decide that equipping your aircraft is too inconvenient or takes away to much cargo weight you might brief passengers that they are on their own in event of a crash. It seems only fair.

Posted by: Thomas Connor | March 26, 2010 4:39 PM    Report this comment

What's telling is that you can't get half of that stuff through airport security; and even if you can the chances of CFIT Survival are dad to begin with.

Posted by: Mark Fraser | March 30, 2010 9:33 AM    Report this comment

Living & flying in Michigan's lower peninsula I had never done a VFR fight plan until I moved to New Mexico. The hostile terrain & lack of inhabitants in vast areas made a big impression & I realized the value of filing.

Posted by: PHIL DERUITER | March 30, 2010 12:49 PM    Report this comment

File & flight following & a reasonable altitude will make it easy to get to you ASAP in such an event. Not filing and going for a VFR ridge-running excursion will mean that you've already decided that you're on your own if you go in and might have to wait till hikers happen upon the crash some months later...

Posted by: Mark Fraser | March 31, 2010 2:02 PM    Report this comment

Mark can I safely assume you live east of the Rocky Mountains?

Posted by: richard moore | April 7, 2010 4:32 AM    Report this comment

Recklessly doing dangerous things is easy, but doing it and surviving takes preparation, training, simulation and what-ifing until every imaginable scenario has been covered. Such preparation allows you to recall solutions rather than create them. This 'dress rehearsal' is important because in an emergency your focus on the problem by it's very nature reduces your ability to analyze it and come up with new alternatives. Gonzales only half jokes that at three miles from the ship the Naval Aviator who cannot remember his mother's name is probably at the right state of arousal and focus to proceed. The pilot's acknowledgment he's not all there helps in choosing options that are instinctive rather than analytical.

So now I turn to the topic of this blog, which was preparation for survival after an off-airport landing. Granted, the deciding factor in who survived and who didn't in Gonzales' book was not as dependent on the resources at hand as on the survivor's mental attitude and how they utilized available resources.

The USAF taught that the first thing one should do after arriving in a survival situation (distinct from escape and evasion) was to drink one of the pints of water in your survival kit. The second was to inventory resources. It has a calming effect and might reduce shock. If there are resources to inventory so much the better. The goal is to enhance the will to live while reducing the chance of panic or depression.

Posted by: Thomas Connor | April 7, 2010 9:40 PM    Report this comment

Reliance on immediate rescue may have a negative effect because one has to ask: How long is too long before you or your passengers panic and run off or go into depression and hide from rescuers? Just because SAR knows where you are does not mean they can get to you right away due to weather, terrain or simply finding volunteers to find you. Remember, inland SAR is a CAP responsibility in most states. CAP members are volunteers who often work for the sheriff to find and rescue you. Note that CAP rarely flies SAR after dark so if you crash after 2pm in the winter or 6pm in summer don't expect a SAR aircraft until first light the next day while ground teams stage around the last known position. Think about the vehicles, aircraft, communications and personnel required to do both. (if you want to see some the hoops they have to jump thru Google CAPR 60-3 and 60-1).

Posted by: Thomas Connor | April 7, 2010 9:41 PM    Report this comment

AFRCC pays for inland SAR, but after an unspecified period of time - somewhere around 5 days - they close the mission number on the assumption you are dead, and AFRCC doesn't pay for body searches. A deputy with a dog does that. I might point out that one of the staff members on a SAR can be an intel officer who's responsiblity is to find out as much as possible about the pilot and passengers by interviewing friends and family. If it comes to light that you are proud of flying with no survival gear and if a certain amount of time has expired, then the incident commander might recommend closing the mission because you are probably dead. Fill in for yourself what else he might be thinking.

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