What it takes to be a pilot, or what most people think flying an airplane is all about, are commonly referred to as Monkey Skills. That’s right, any monkey can be taught to fly an airplane. Pull stick up, houses get smaller, that kind of thing.

USMC Student Aviator

Once the monkey learns how to apply crosswind controls of down aileron and top rudder, or adding rudder to center the airplane with power additions, the are felt more than they are thought about, and are later corrected by the instructor saying “just fly the damn plane”. Some students take longer than other to get a feel for rudder control, but eventually everyone can feel it in their gut without looking at the turn slip indicator.

The other skills that take so long to learn, in simple terms, are task management and prioritization. Commonly referred to as “staying ahead of the aircraft” or catching up when you’re “behind the aircraft”. But what kinds of tasks?

Pilots are always running some kind of checklist. It’s what we’ve flown by since the 1940’s. A lot of them are memorized. In fact, hospitals are realizing now that having standardized checklists can cut deaths by 15%. In a crew airplane like the T-44, the pilot is in charge of making sure all the checklists and communications are taken care of…

I guess I’d better explain with an Emergency Procedures situation:

We are flying in a standard left hand VFR pattern, which is where we fly a racetrack up to 800 feet at 120 knots, and set up to come down for another practice touch-and-go. Lets say right as I level out on the downwind (going back towards the beginning of the runway) the Master Warning goes off in conjunction with a fire light.

(pilot, the student)”Fire warning on the right side, are there secondary indications?”

(copilot)“Yes, I’ve got smoke coming from the engine”

Power up with the good engine, keep the plane flying straight with the asymmetric thrust, “Gear up.” “Gear selected up.” “Flaps up.” “Flaps selected up.”, check airspeed and adjust power.

“This will be an emergency engine shutdown of the right engine, right power lever idle concur?” (point at the correct power lever) “Concur.” (pull it back)

“Right prop lever feather concur?” “Concur.”

“Right condition lever fuel cutoff concur?” “Concur”

“Right firewall valve closed concur?” “Concur.”

“Discharge right fire extinguisher.” (On the CP’s side) “Right fire extinguisher discharge, concur?” “Concur.”

“Close right bleed air valve.” “Right bleed air valve closed, concur?” “Concur.”

Probably approaching the turn point, abeam the end of the runway. Pull power and begin your final turn at 30 degrees bank. “Speed checks, flaps approach,” “Flaps selected approach.” “Speed checks, gear down, landing checklist.”

“Landing checklist: Flaps.” “Approach.”

“Landing gear.” “Down and locked.” “Down and locked”

“Lights.” “Set.” “Landing checklist complete.” “Continue with steps 7 and 8 of the emergency shutdown checklist and call the 180.”

“Cabin temperature mode - off, vent blower - auto. (on the radio) [Tower, Montana 415, left 180, gear down and locked, touch and go.]“ (Tower responds) [Montana 415 cleared touch and go] “[Montana 415, cleared touch and go.]“

Halfway through the turn you should be at 500 feet, check gear down and locked again. Get the plane on the proper visual glideslope to the runway.

“Props full forward, three down and locked, review me complete.” “Reviewed complete, clear to land.” Flare, touchdown.

Then stand the power levers up, reset flaps and trim, and takeoff to do it again. About 14 times per flight. Also, that entire drill should only take about thirty seconds.

It can be a lot to deal with, which is why learning the monkey skills are important.