If you are in training with the intention of moving on to the airlines or corporate opportunities, have you thought of trying to train and fly as you would for the job you eventually want to have? Or even if you aren’t planning on flying the “heavy and fast” metal? It’s not as hard as you think.
One of the easiest things to do is to develop an almost sick obsession with checklists. Most people, including general aviation pilots, would be surprised at the level of checklist discipline that airline pilots use. It starts at the gate, usually with a checklist for “Accepting” or “Receiving” the airplane, and it doesn’t end until the airplane is shut down or handed off to either maintenance or another crew.
Some of the checklists are ridiculously long, and some are absurdly short. It doesn’t matter. They all have to be done, in full, every time. Moreover, many are required to be done verbally so that the cockpit voice recorder can be used to verify that the checklist was done in the event of an accident.
The rote process of doing checklists becomes ingrained, and it gets to the point of, quite literally, physical discomfort when one is not completed (not to be confused with what happens when one is simply forgotten).
When I was flying for a regional airline, we had a checklist on a turboprop that we had to complete when passing 18,000 feet. It consisted of changing the settings of the propellers (to reduce noise) and setting the altimeters to the standard of 29.92 inches.
Two items. That’s all. But it would create a lot of angst if someone didn’t get it done on time or was unable to complete it on time (usually because of radio chatter).
We had a couple of similar checklists on the CRJ. In addition, we had a few that were quite wordy, and they’re even worse for inducing a bit of anxiety, because they seemed to be so prone to interruption at the worst possible time—which often meant starting over.
Airline and military pilots don’t let the rush to get home or to the hotel distract them. The checklists are completed the way in which they are supposed to be completed, every single time. They have to be. As I said, the CVR records them, and if we make a mistake, our careers depend on them. I’ve been in situations in which we had very little time to get out of the gate and get to a runway before we would run the risk of not being able to complete the flight, but every checklist still had to be finished. It’s just the way it is. Sometimes the checklists get rushed a bit, but they do get done.
In your training, develop the same mindset. It doesn’t matter how “obvious” something is, or how “simple” an airplane is. Get in the habit early. Not only is it a good one, but it might save you from embarrassment later. It might be something as simple as turning on a transponder or as important as making sure the landing gear is extended. You’ll find that when you don’t complete the checklist, you’ll be squirming in your seat until you do, and when you finally complete it, you’ll suddenly relax.
And the gear will be down.—Chip Wright