For John Morgan, the sky has never just been a career—it’s been a lifelong journey. A journey that has taken him from the left seat of a Cherokee 140 at age 17 to the controls of the world’s last Douglas DC-8 flying humanitarian missions around the world.

As recently as two years ago, there were five operational Douglas DC-8s around the world. Sadly, with the retirement of NASA’s DC-8 last April, N782SP became the sole operational DC-8 after more than five decades of service. Between 1958 and 1972, 556 DC-8s were built at Douglas’ (later McDonnell Douglas) Long Beach, Calif. factory.

That makes John a member of a very elite club in aviation today.

A Calling of Helping Others

As the senior DC-8 pilot for Samaritan’s Purse, a North Carolina-based Christian humanitarian organization that provides aid to people in need around the world, Morgan’s job is about more than just flying; it’s about delivering hope.

His path to this mission was anything but ordinary. After earning a degree in aviation management from Embry-Riddle, he took an entrepreneurial route, launching an FBO and a Part 135 charter operation in Mississippi. For 18 years, he ran the business before selling and moving into the airline world. He started on the iconic DC-8 as a flight engineer, then worked his way up to crew. He eventually became a captain for Emery Worldwide. Along the way, he also flew for Fine Air and Rich International out of Miami. But just as his airline career was gaining momentum, the industry hit turbulence. Emery Worldwide shut down just a month before 9/11, and when the attacks happened, furloughs swept through the entire industry, leaving little opportunity in Part 121 flying.

So, Morgan pivoted back to corporate aviation, spending another 18 years flying business jets. He even launched another charter operation, Mid-South Jets, out of Memphis. But in 2020, he felt a new calling—one that led him to Samaritan’s Purse. Now, instead of transporting cargo for airlines or executives, he’s flying critical supplies into disaster zones, using decades of experience to navigate challenges that go far beyond the cockpit.

I recently had the privilege of chatting with John to talk about his incredible career, his love for the DC-8, and what it’s like to fly the last remaining airworthy example of this legendary aircraft. 

The Journey to Samaritan’s Purse

AvGeekery: How did you land at Samaritan’s Purse? 

John: I was at a point where I was looking for a place to retire from civilian aviation, but I also wanted to see if I could use all the experience God had given me in a way that served a greater purpose. Then, out of the blue, I got a notification that Samaritan’s Purse was looking for someone. It felt like the perfect fit.

This organization has given me an incredible opportunity to take everything I’ve learned in my career and use it for something bigger. It’s been an honor to be here during this time—to be part of incredible missions, to work with an amazing team, and to do this work with faith at the center of it all. I couldn’t have asked for a better way to close out my flying career.

The Douglas DC-8 is a Piece of Aviation History

AvGeekery: With the retirement of NASA’s DC-8 last April, N782SP became the last remaining operational DC-8 flying in the world. Tell us about the background of this iconic aircraft.

John: Sure! Samaritan’s Purse started what we call the Heavy Lift program in 2016, but we actually identified this particular DC-8 back in 2015. One of the biggest advantages of N782SP is that it’s a combi aircraft—it can carry both cargo and passengers at the same time, which makes it a perfect fit for our mission profile.

Up front, we have space for ten cargo pallet positions, and in the back, we can seat 32 people—what we call our “disaster team relief members.” That setup allows us to bring both critical supplies and the personnel needed to respond to an emergency all in one trip. For example, we can load a fully equipped field hospital in the front and have doctors and nurses in the back, so when we land, we’re ready to go right away. Everything arrives at the same time, at the same place, without having to coordinate separate flights. That’s a huge advantage in disaster response.

Now, as for the aircraft itself, it’s technically a DC-8-72. Originally, it was built as a -62, which means it’s one of the shorter variants of the DC-8. But it was upgraded with larger CFM engines, which converted it into a -72. If you look at early DC-8s, they had much smaller, narrower engines. Then, in the 1970s, Douglas upgraded some of them with the bigger fan engines, and those aircraft were reclassified as -70 series models.

Remember, the DC-8 and the Boeing 707 actually came onto the market around the same time, both designed for transatlantic and transcontinental routes. Back in the late ’50s and early ’60s, engineers were figuring out the best way to pressurize the cabin. Boeing went with a system that used engine air to generate pneumatic pressure, but Douglas wasn’t convinced that was the safest option yet. So, on the DC-8, they installed inlets on the lower nose that fed air into four turbocompressors, which then pressurized the cabin. It was a different approach to solving the same problem.

Once the -70 series upgrade came along with the new engines, the DC-8 switched over to the more modern pneumatic system like the 707 had, but those inlets are still there. They’re a bit of a visual throwback to an earlier era of jetliner engineering. That’s what I love about this airplane—it’s a piece of aviation history that’s still out there doing important work.

56 Years Old and Still Going Strong

AvGeekery: Historic, indeed. N782SP just turned 56 years old and is still going strong. That’s impressive!

John: It really is. This aircraft was actually built on Christmas Eve in 1968, so that’s its “birthday,” so to speak. And for us, as a faith-based organization, the timing of that feels meaningful—this airplane has had quite the journey, and now it’s being used as a tool to serve people in crisis.

It’s got 98,000 hours on it, which is a lot for any aircraft, but it also speaks to the longevity of the DC-8. These jets were built to last. When I left the industry in 2001 after flying for Emery, DC-8s were everywhere in the cargo world. The passenger airlines had moved on to widebodies and more computerized aircraft, but in cargo, the DC-8 was still king. Almost every major cargo carrier—both in the U.S. and internationally—had them in their fleet.

Fast-forward to 2020, when I got back into the DC-8, and things had changed dramatically. At that point, only two DC-8s were still flying in the U.S.—ours at Samaritan’s Purse and NASA’s airborne science lab. The last major operator was UPS, but they retired their DC-8s in 2009. So, while the fleet as a whole has been inactive for quite a while, N782SP is still out here working hard.

This particular aircraft started its life with Finnair before being sold to the French military, who converted it from its original -60 series to a -70 series with the larger CFM engines.

After that, it ended up with ATI (Air Transport International) in Wilmington, Ohio, where it was modified into the combi configuration. Once ATI was done with it, it was stored in Roswell, New Mexico. That’s where a private individual purchased it, but before he could take possession or put it to use, Samaritan’s Purse stepped in.

In 2015, we were looking for an aircraft like this, and when we found it in Roswell, we reached out to the owner. A deal was made, and by 2016, it was officially part of the Samaritan’s Purse fleet. And it didn’t sit around collecting dust—within 24 hours of becoming operational, it was dispatched to Ecuador for earthquake relief. It flew five missions there right away, proving immediately why having a heavy-lift aircraft like this was such a game-changer for our international relief work. That was really the beginning of Samaritan’s Purse using large aircraft for global disaster response, and it’s been an invaluable asset ever since.

More than the DC-8: Samaritan’s Purse Utilizes a Fleet of 24 Aircraft

AvGeekery: Before acquiring the DC-8, what did Samaritan’s Purse use for its missions? 

John: Before the DC-8, we already had a strong aviation program in place. Samaritan’s Purse has aviation assets in Alaska, North Carolina, Liberia, Uganda, and Kenya, with operations extending into South Sudan. A lot of our work there involves supporting refugee camps along the Sudanese border, so aviation plays a critical role in getting supplies and personnel where they need to be.

We also have a unique operation in Alaska called Operation Heal Our Patriots. It’s a program that provides marriage retreats for military personnel, law enforcement officers, and their spouses. They spend a week up there working on relationship restoration, and every week, a new group comes in. Since many of these retreats take place in remote locations, we operate Caravans, seaplanes, Otters, and two CASA C-212s to move people and supplies.

Our corporate aviation hub, which includes King Airs and other corporate aircraft, is located at Wilkes County Airport (UKF) in Wilkesboro, North Carolina. That’s home base for many of our domestic operations.

When it comes to heavy lift, our base of operations is out of Piedmont Triad International Airport (GSO) in Greensboro, North Carolina. Our ministry headquarters is actually in Boone, North Carolina, and we base our heavy lift at GSO because it is the closest airport of size to headquarters. We started with the DC-8 in 2016, but last year we added a 1985-built 757-200 to the fleet. That move was part of our effort to modernize and expand our capabilities. Over in East Africa, we have two Caravans, a turbine DC-3, and a helicopter supporting our operations.

All told we have about 24 aircraft in the fleet, each playing a different role in the various programs we run. Aviation is a huge part of what makes Samaritan’s Purse effective in disaster response and humanitarian aid—it allows us to reach remote areas quickly and bring help where it’s needed most.

Preparing for a Relief Mission

AvGeekery: What is the process of preparing for a relief mission?

John: Here in Greensboro, we’re dedicated to heavy-lift operations, so when a disaster strikes—whether it’s an earthquake in Haiti or Ecuador, or a hurricane hitting a Caribbean nation—we’re ready to jump into action. As soon as the call comes in, everything shifts into high gear.

The logistics team decides what needs to be sent, and we start getting the aircraft prepped immediately. Everyone falls into their specialized roles—flight crews begin planning routes and fuel loads, loadmasters calculate weight and balance, and mechanics ensure the aircraft is ready to go. It’s a well-oiled machine that ensures that, by the time the freight is delivered to us, we’re able to dispatch immediately.

Most of our relief supplies are staged at our warehouse in Wilkesboro, about 90 minutes from Greensboro. That facility holds all kinds of life-saving equipment—roof tarps, water filtration systems, blankets, food kits—you name it. Over the years, we’ve refined the process so that by the time the cargo reaches us, it’s already netted, blanketed, and palletized, ready to be loaded onto the aircraft.

For example, we were able to get a planeload of relief supplies—tarps and desalination units to provide fresh water for entire communities—into Grenada less than 24 hours after Hurricane Beryl made landfall last July.

We ended up flying three missions to Grenada after Beryl. On the second flight, it became clear they needed an emergency field hospital, so we flew that down along with the medical personnel to staff it. The third flight was a resupply mission.

The DC-8 plays a key role in these efforts. It’s usually the “tip of the spear”—the first response aircraft delivering that crucial initial payload of freight, personnel, or both. Then, as more information comes in from the ground, we adjust our response accordingly. By the second or third flight, Samaritan’s Purse is often able to shift to working with local vendors and other logistical support, allowing us to stand down and prepare for the next mission. It’s all about getting in quickly, delivering immediate relief, and then transitioning to long-term recovery efforts.

Every Role on the Team is Essential

AvGeekery: What is the typical makeup of personnel on board the aircraft? 

John: On the DC-8, we carry three main crew members: a pilot, a first officer, and a flight engineer. In addition, we always have at least one flight attendant—sometimes two, depending on the mission.

A flight mechanic also travels with us everywhere we go. That’s critical because when we’re flying into disaster zones or remote areas, we can’t always rely on local maintenance support. If something needs fixed while we’re on the ground, our mechanic is there to handle it.

And then there’s our loadmaster. They’re responsible for making sure everything is properly loaded, secured, and balanced. They also handle any hazardous materials, weight distribution, and offloading procedures when we arrive.

That’s our normal crew setup, but depending on the mission, we may adjust as needed. Every role is essential, and we all work together to make sure the operation runs smoothly from takeoff to touchdown.

AvGeekery: Are you a part of every heavy lift mission?

John: We have a rotation of pilots, so you’re not usually tasked with every one of them. We have pilots that can fly the 757, the DC-8, or both. 

A Relic of a Bygone Era

AvGeekery: What is it like to fly the DC-8?

John: (laughing) Well, it’s old like me, so she and I get along real well. We feel like we came from the same era.

The DC-8 is a big, cable-driven airplane with some hydraulics, but it’s sluggish compared to modern jets. It’s not tight and responsive like the newer, computer-controlled aircraft. It’s more of a lumbering bird. You feel every bit of its size and weight in the controls.

One of the biggest differences from newer aircraft is that the DC-8 doesn’t have an APU (auxiliary power unit). So, anywhere we go, we need ground support—an external power unit, an external start cart, and an air unit strong enough to spin the engines. That’s one of the drawbacks.

Another unique thing about the DC-8 is that it doesn’t have flight spoilers. Modern aircraft use spoilers to increase drag, allowing for rapid descents to meet ATC requirements. The DC-8 doesn’t have that, so you have to plan descents well in advance. You can’t just drop out of the sky and make a quick altitude change.

And then there’s the flight engineer. On today’s airliners, automation reigns supreme. But on the DC-8, you need a third crew member to monitor all the systems and manually transfer fuel between tanks. The cockpit has a lot of old-school “switchology.” Everything is mechanical, and there is no automation like in modern jets.

The DC-8 also lacks leading-edge devices like slats or leading-edge flaps, so it can’t generate extra lift for takeoff. That means it needs a long runway to get off the ground. Landing, though, is a different story—it can stop fairly short.

It’s a great airplane once you’re familiar with it, but you have to think ahead. You can’t throw it into a tight turn like a fighter jet—it takes time to maneuver. And crosswind landings? That’s another challenge. Unlike most aircraft where you dip a wing into the wind, the DC-8’s engine pods sit low to the ground, so you can’t bank more than five degrees, or you risk striking an engine. Instead, you have to crab into the wind all the way down and straighten out just before touchdown. If you get it right, the correction and the landing happen simultaneously.

It’s an old-school aircraft, for sure, but that’s what makes flying it so rewarding.

Being Mindful of the DC-8’s Operational Limitations

AvGeekery: Would you say that leads to more go-arounds?

John Morgan: I didn’t notice that to be the case a lot in my career, but it really depends on where you’re flying. For instance, one of our regular stops in Europe is Prestwick, Scotland (PIK). Typically, we’re too heavy to fly nonstop from GSO to our final destination, so we have to stop in Prestwick to refuel or sometimes even overnight, depending on the mission. It’s a great airport, but like any airport in the North Atlantic, high winds and wild North Atlantic storms can hit at any time. The runway layout there can sometimes lead to crosswind issues that exceed our aircraft’s limits. So we have to monitor those conditions closely.

There are times when we might have to reroute to Shannon, Ireland (SNN), where the runways are more aligned with the prevailing winds and we don’t have as much of a crosswind issue. It’s about being aware of your surroundings and planning for the weather, especially in places with challenging conditions.

When it comes to density altitude, this DC-8 is certified to operate up to an elevation of 8,500 feet. For example, we’ve done several missions into Mekelle, Ethiopia (MQX), which is at 7,700 feet. That’s already getting close to the high end of its certification range for takeoffs and landings.

You see similar challenges in places like Mexico City (MEX), which is at 7,350 feet, or Quito, Ecuador (UIO), at almost 7,900 feet. Kathmandu, Nepal (KTM), is at 7,400 feet. You have to recognize how these elevated airports impact the performance of the aircraft. At higher elevations, the air is thinner, so you don’t get as much thrust or lift as you would at sea level. This means you have to be especially mindful of the aircraft’s limitations when operating in these conditions. It’s all about adapting to the environment and ensuring safe operations.

Only One DC-8 Simulator Exists–and it’s in Ohio

AvGeekery: Kathmandu is a notoriously unique airport to fly in and out of. Is there special training required for crews to fly into KTM?

John: Yes, there is special training involved, especially when it comes to the approach into Kathmandu. The DC-8 is a bit of a challenge in those conditions because, as I mentioned earlier, we don’t have flight spoilers, which means our descent planning has to be a lot more precise. Kathmandu is particularly tricky because the approach involves some pretty steep terrain, and getting down to the airport’s altitude requires careful management of the aircraft’s descent rate. You really need to use the flaps, the gear, and keep the nose pointed down to maintain the descent rate necessary to complete the approach.

As for training, there’s only one simulator in the world for the DC-8, and that’s in Wilmington, Ohio. The simulator is owned by Airborne Training Services and entered service with what was formerly Airborne Express in 1990. It’s a Category B simulator, which is limited in some ways compared to today’s Category D simulators. A Cat B sim can help with some of the training, but it’s not aligned perfectly with the aircraft’s characteristics, so you can’t complete a full type rating in it. For specific situations like flying into Kathmandu, the Civil Aviation Authority of Nepal (CAAN)  requires that you have experience or practice with the approach.

We recreated the Kathmandu approach as closely as we could in Wilmington, but it wasn’t an approved format. So, we had to go to FlightSafety in Savannah, which has a simulator that is programmed with the specific Kathmandu approach. There, we could complete the necessary training and certification to be approved by the CAAN to fly that route. It’s a lot of work, but it’s necessary to ensure we’re completely familiar with such a challenging approach.

Relying on Outdated Technology

AvGeekery: Would you say the biggest challenge of the DC-8 is not having modern-day technology?

John Morgan: Yeah, those are real key issues. While we’ve updated the avionics and have worldwide GPS now, as well as CPDLC (Controller Pilot Data Link Communications), which allows for texting with air traffic control rather than using radio, there are still a lot of limitations compared to modern aircraft. CPDLC is especially useful when we’re flying over the ocean, as it reduces radio congestion and makes communication clearer than high-frequency radios. It’s a huge help in those long oceanic flights. We also have sat phones, so we can literally pick up a phone if needed, but that’s a backup.

However, we don’t have some of the newer technologies that would make flying a lot easier. For example, our 1985 757 has autoland, which can actually land the plane and brake it perfectly on the runway. The DC-8 doesn’t have that, and navigation is much less precise. The autopilot in the DC-8 is much like an old version you’d find in a small plane—it works, but it’s not as smooth or responsive as modern systems. And in today’s aircraft, automation is everything. They’ll calculate everything for you, tell you what to do if something goes wrong, and make it all as seamless as possible. On the DC-8, we have to rely on physical charts and manuals to look things up or figure out what to do in an emergency. You just adapt your thinking and planning around that.

So, yeah, the lack of modern features like those leading-edge devices, autopilot, and automated systems definitely makes it more challenging. But it’s something you learn to manage. The systems are older, slower, and not as precise, but you adjust your speed, planning, and approach accordingly.

Samaritan’s Purse Has No Plans to Retire N782SP Anytime Soon

AvGeekery: What is the future of N782SP?

John: As long as the ministry has a need for it, N782SP will stay in service. There’s always a need, and it’s hard to replace something that fits the mission so perfectly. There may come a time down the road when it will be grounded due to things like parts becoming unavailable, the simulator no longer being accessible, or not being able to find qualified pilots. I don’t know when that will happen, but right now, our intent is to keep it going.

The DC-8’s combi layout is ideal for the ministry’s needs, and finding a comparable replacement is tough. Very few 757 combis still exist, and those are pretty much all in operation with other air carriers. While a 757 or 767 could offer similar range and payload, they don’t have the combi conversion. This meant that we’d lose the ability to carry both passengers and cargo on the same flight. If we replaced the DC-8 with one of those, we’d have to rethink how we do the mission. Passengers would need to travel via other means, like on an airline, which changes everything. So, for now, we plan to keep flying it.

Eventually, though, the DC-8 will reach the end of her run. That is a reality we will have to face at some point.

AvGeekery: So, for now, it’s full speed ahead?

John Morgan: For now, yes. You know, I can’t say enough about the maintenance team here. They are superb. I’ve flown DC-8s all my life and have worked with a lot of maintenance teams, but these guys are extraordinary. They keep the aircraft in top-notch condition, and they don’t allow anything to deteriorate. They address issues immediately. I think their dedication to the mission is a huge part of what makes this work. We’re all driven by the same heart for God, and everyone understands how important it is to get these planes where they need to go. We’re all trying to be the hands and feet of Jesus, and the team’s commitment to keeping the DC-8 flying is a testament to that.

Even with the limitations of an older aircraft, we’ve established protocols that keep us safe and on track. The fact that we’ve done 42 missions to Poland—sometimes one or two times a week—for an aircraft that’s almost 60 years old is a testament to God’s blessings and the incredible team we have.

Trust Your Training, Your Team, and Your Purpose

AvGeekery: Have you experienced any scares or emergencies in your time as a DC-8 pilot? 

John: I’ve had my fair share of heart-stopping moments. One that comes to mind is a false fire warning. Now, when that fire warning light goes off, you don’t know if it’s false. You just see this big red light flashing, alarms blaring, and you go straight into emergency mode. Everyone’s running through the checklist, and in that moment, you’re assuming the worst. Turns out, it wasn’t a fire—it was just an overheat situation. But you don’t get the luxury of assuming that in the moment. You treat it like the real deal until you’re absolutely sure.

And then, of course, there are those times when the weather keeps things interesting. You run into terrible conditions on approach, and suddenly, it’s not just about flying—it’s about making sure you can get the aircraft stable before touchdown. Sometimes, that final approach is rough enough that you feel your heart jump into your throat, and you have to decide if you can land or if it’s time to go around. Those moments test your skills, but they also remind you why good training and experience matter.

I also had a CFIT (controlled flight into terrain) warning when I was flying with Miami. We were on approach to Guatemala City, Guatemala (GUA) completely in the clouds, and the captain had gone slightly off course because of a bad vector. Suddenly, the CFIT alarm goes off—meaning either the terrain is coming up fast, or we are coming down too fast toward it. And let me tell you, when you’re in the soup with no visibility and that thing starts screaming at you, you react immediately. We made the necessary corrections and climbed out of it, but for a few seconds, we had no idea what the threat actually was—we just had to trust the warning and act. Obviously, we didn’t hit the mountains, but it’s one of those moments that stays with you.

Flying into high-risk areas presents its own set of challenges. We go to high-risk areas, but we haven’t had a high-risk outcome in the places that we go. One mission to Nepal had us flying over a small sliver of Afghanistan. We had clearance, but you always keep in mind that the State Department advises staying above 33,000 feet—high enough to avoid shoulder-launched missiles. It’s a stark reminder that while we’re up there doing our job, things on the ground can be unpredictable.

Then you have the geopolitical side of things, which can complicate a mission. When I was flying to Armenia, Turkey—because of its support for Azerbaijan—wouldn’t let us take the most direct route through their airspace. That forced us to go over the Black Sea. Normally, this might sound fine, except that’s where the Russian Black Sea fleet is. With the ongoing war in Ukraine, Russia has been jamming GPS signals to protect their fleet from satellite-guided munitions. Problem is, we need those satellites to navigate.

So now you’re crossing the Black Sea, navigating without reliable GPS, and relying on your own situational awareness and Turkish air traffic control to make sure you stay exactly where you’re supposed to be. You don’t want to accidentally drift into a war zone or an intercept situation. Everyone in the cockpit is locked in—it’s not fear, but a heightened level of awareness. You stay on your A-game until you clear the area and the GPS comes back online. It’s a reminder of just how connected aviation is to global events.

You’re constantly adapting to whatever’s thrown at you. But we’re a faith-based organization, and we’re bold in what we do. We believe in our mission, and we operate with absolute professionalism. Risk management is a big part of it. We take every precaution to make sure we’re handling things the right way. At the end of the day, you trust your training, your team, and your purpose. That’s how you get the job done.

Memories Made Along the Way

AvGeekery: What are some of your most memorable missions?

Ukraine

John: Definitely the Ukrainian mission. That one was special because we got to really see and interact with the people who had lost so much. A lot of times, we’re just the connection—the ones flying the supplies in or transporting people to a safer place—but in Ukraine, we were right there, bringing people into the open arms of Samaritan’s Purse. They were stepping off our aircraft after escaping unimaginable circumstances, and Samaritan’s Purse was there to help them through it.

As a flight crew, we don’t always get to see that side of the mission. In places like Mekelle (Ethiopia) or Chad, we see the locals, but we don’t always meet the people receiving the life-saving aid. Sometimes, they’re incredibly appreciative. Other times, they’re just trying to figure out who we are and why we’re there. And those are the moments when we get to talk to them, to explain that we’re with Samaritan’s Purse, here to help in Jesus’ name. That we’re an international relief organization. It’s meaningful to be part of that conversation.

The Afghanistan Withdrawal

We were also flying into an air base outside of Doha in 2021 when the Afghanistan withdrawal was happening, and the suicide bombing at the Kabul airport took place. That base was where all the Afghanistan operations were being directed from during wartime and, of course, during the withdrawal. We had people on board who were originally headed into Afghanistan to assist with the situation on the ground.

But while we were in the air, everything changed. Suddenly, the entire military operation was shifting, and by the time we landed, their mission had completely changed. A lot of Afghan refugees had already been brought to the air base. Our people ended up being redirected to assist with the encampments there instead. That’s just how it goes in these kinds of operations—one moment, you have a clear plan, and the next, you’re adapting in real-time to whatever is happening on the ground.

A Coup in Niger

Geopolitical issues impact our flights all the time. One example that sticks out is when we had an aircraft departing the Canary Islands for Chad. The crew was literally at the end of the runway, ready to take off. Suddenly, they were told they couldn’t go because a coup was unfolding in Niger. The airspace was shut down while we were on the ground, and that meant we couldn’t take the planned route. We had to delay for a day, figure out a completely new routing that avoided Niger’s airspace, and make sure we weren’t flying through an active conflict zone.

That’s the kind of thing people don’t always realize about what we do. These flights aren’t like going from Memphis to New York, where you have radar coverage, air traffic controllers guiding you the whole way, and perfect communications. When we operate, there’s always an element of unpredictability. Airspace restrictions, geopolitical tensions, even just the basic infrastructure—everything is tenuous. You always have to be ready to adapt.

The Ukraine Missions: “A Reminder of Why We Do What We Do”

AvGeekery: Take us back to the Ukraine mission. Samaritan’s Purse played a crucial role in humanitarian relief in the opening days of the Ukraine-Russia war. Tell us more about why that was such a special mission for you. 

John: When the war broke out, we were there within a week. Our initial missions were to Poland. Like any disaster response, we never know how many flights we’ll end up making. It just evolves based on the need. At first, we were flying twice a week for several months, then we scaled back to once a week. In total, we completed 42 missions to Poland—it was a significant effort over an extended period of time.

One thing that made this mission especially meaningful was that, as pilots, we don’t usually get to see the final impact of what we’re carrying. Most of the time, we land, offload, and take off again without witnessing where the supplies go. But in this case, we were able to be part of something even bigger.

We all saw on the news how, in those early days, Ukrainian men had to stay behind and fight while women, children, and the elderly fled. Canada, which has one of the largest Ukrainian populations outside of Ukraine, launched a special program to accept as many refugees as possible, provided they met the requirements. Samaritan’s Purse Canada worked through our teams already on the ground in Poland and Ukraine to organize return flights for displaced Ukrainians. Instead of flying back empty, we transported families. We relocated women, children, grandmothers, and grandfathers to Toronto, where Samaritan’s Purse Canada helped them start fresh.

For the first time, our flight crews had direct contact with the people we were helping. These were families who had lost everything. They had a single suitcase, a coat, maybe a hat. Many had walked for miles from their homes in Ukraine to reach the Polish border. Then they made their way to Krakow or Warsaw, where they were gathered for evacuation. Seeing their resilience and being part of their journey was incredibly moving.

There were moments on those long flights that really stood out. Sometimes, a passenger with musical talent would help lift spirits. I remember one flight where a woman played Ukrainian songs on her fiddle, and her children sang along. It was beautiful—such a powerful moment of nationalism, hope, and emotion. For all of us onboard, it was a reminder of why we do what we do.

In total, we completed ten of those refugee flights, relocating about 300 people to safety. It was an honor to be part of that mission, to be the nexus between everything they had known and the start of something new.

Heeding the Call: Exploring Humanitarian Aviation

AvGeekery: What advice do you have for folks who have an interest in humanitarian aviation?

John Morgan: There are some really good organizations out there to look into. If you’re already a trained pilot, I’d recommend exploring faith-based aviation programs. Many of these organizations operate in different parts of the world.

If you’re looking to start training—whether as a mechanic or a pilot—there are some great schools out there that focus specifically on missionary and humanitarian aviation. Liberty University in Virginia, LeTourneau University in Texas, Moody Aviation in Washington, and the School of Missionary Technology in Michigan are all excellent options. I’m sure there are others, but these are some of the well-known programs that prepare people for this kind of work. They don’t just train you to fly. They teach you how faith-based aviation missions operate and how to be effective in the field.

Typically, when you start out, you’d begin flying something like a Cessna 182 or a Cessna 206. These are examples of aircraft that are great for short fields and can carry a solid payload. As you gain experience, you’d eventually qualify to fly a Cessna Caravan, which is a single-engine turbine. That’s actually the smallest aircraft we operate at Samaritan’s Purse. Once you reach that level, SP would love to have a conversation with you about serving in one of the locations where we have aircraft stationed.

Many of the people working here came through schools like Moody or LeTourneau. They knew early on that this was the direction they wanted to go. They felt called to join a faith-based aviation mission, and they sought out the right training to make that happen. I’d highly encourage anyone who feels that same calling to pursue it.

It’s not easy work. It’s challenging in so many ways. But it’s also incredibly rewarding. I will forever be grateful that I played a small part in it.

For more information about Samaritan’s Purse, visit samaritanspurse.org.