CFI Flight Maneuvers

Question 1 of 93

1. Question

To help prevent overturning when taxiing light tricycle-gear airplanes (especially high-wing type) in strong quartering tailwinds, the

elevator should be placed in the up position.
elevator should be placed in the down position.
aileron on the downwind side should be placed in the down position.

Question 2 of 93

2. Question

When taxiing with strong quartering tailwinds, which aileron position should be used?

Neutral.
Aileron up on the side from which the wind is blowing.
Aileron down on the side from which the wind is blowing.

Question 3 of 93

3. Question

Which aileron position should you generally use when taxiing in strong quartering headwinds?

Neutral.
Aileron up on the side from which the wind is blowing.
Aileron down on the side from which the wind is blowing.

Question 4 of 93

4. Question

Why should an airplane be headed into the wind for the pretakeoff check?

To prevent the need for more brake pressure to keep the airplane from moving forward.
To obtain more accurate operating indications and to minimize engine overheating during run up.
To prevent excessive load factors which could occur during run-up if a crosswind condition exists.

Question 5 of 93

5. Question

Select the four flight fundamentals involved in maneuvering an aircraft.

Aircraft power, pitch, bank, and trim.
Starting, taxiing, takeoff, and landing.
Straight-and-level flight, turns, climbs, and descents.

Question 6 of 93

6. Question

When explaining the techniques used for making short- and soft-field takeoffs, it would be correct to state that

during soft-field takeoffs, lift-off should be made as soon as possible.
during soft-field takeoffs, lift-off should be made only when best angle-of-climb speed is attained.
during short-field takeoffs, lift-off should be attempted only after best rate-of-climb speed is attained.

Question 7 of 93

7. Question

The indicated lift-off airspeed for short-field takeoffs in a particular aircraft will normally be

the same as for soft- or rough-field takeoffs.
greater than for soft- or rough-field takeoffs.
greater under tailwind conditions than required under headwind conditions.

Question 8 of 93

8. Question

Immediately after takeoff, a downwind turn close to the ground is not good practice because it

could cause a traffic conflict.
decreases the risk of a low-altitude stall/spin.
violates noise abatement regulations.

Question 9 of 93

9. Question

Which would likely result in a slipping turn?

Not holding bottom rudder in a turn.
Increasing the rate of turn without using rudder.
Increasing the rate of turn without increasing bank.

Question 10 of 93

10. Question

Choose the true statement pertaining to a slip or skid in an airplane.

A skid occurs when the rate of turn is too slow for the amount of bank being used.
In a left climbing turn, if insufficient right rudder is applied to compensate for the increased torque effect, a slip will result.
In a right descending turn, if excessive left rudder is applied to compensate for the decreased torque effect, a slip will result.

Question 11 of 93

11. Question

During level turns in side-by-side airplanes, which is characteristic of student performance?

Diving during right turns because the nose appears to rise during entry into these turns.
Diving during left turns because the nose appears to rise during entry into these turns.
Climbing during left turns because the nose appears to descend during entry into these turns.

Question 12 of 93

12. Question

During the entry to a right turn, the nose of the aircraft swings slightly to the left before it swings along the horizon to the right. This is a

slipping entry, caused by excessive right rudder pressure.
skidding entry; more right rudder pressure and less right aileron pressure should have been applied.
slipping entry; more right rudder pressure should have been applied for the amount of aileron pressure being used.

Question 13 of 93

13. Question

During a 30° banked turn, what effect would a reduction in airspeed have on the rate and radius of turn?

The rate would increase; the radius would decrease.
The rate would decrease; the radius would increase.
The rate would decrease; the radius would decrease.

Question 14 of 93

14. Question

What will cause the nose of an aircraft to move in the direction of the turn before the bank starts in a turn entry?

Rudder being applied too late.
Rudder being applied too soon.
Failure to apply back elevator pressure.

Question 15 of 93

15. Question

While holding a constant angle of bank in a coordinated turn, the displacement of the turn needle will

increase as airspeed decreases.
increase as airspeed increases.
remain constant regardless of airspeed.

Question 16 of 93

16. Question

During a level turn, increasing the airspeed while maintaining a constant load factor would result in

a decrease in radius of turn.
an increase in radius of turn.
an increase in centrifugal force.

Question 17 of 93

17. Question

The best way to introduce turns and banking to a new student pilot is with

shallow turns.
medium turns.
steep turns.

Question 18 of 93

18. Question

What is a common mistake new students make when performing turns?

Attempting to turn using only instrument references.
Overuse of rudder.
Riding with the airplane rather than sitting straight in reference to the ground.

Question 19 of 93

19. Question

To minimize the side loads placed on the landing gear during touchdown, the pilot should keep the

direction of motion of the aircraft parallel to the runway.
longitudinal axis of the aircraft parallel to the direction of its motion.
downwind wing lowered sufficiently to eliminate the tendency for the aircraft to drift.

Question 20 of 93

20. Question

Under normal conditions, a proper crosswind landing on a runway requires that, at the moment of touchdown, the

direction of motion of the aircraft and its longitudinal axis be parallel to the runway.
downwind wing be lowered sufficiently to eliminate the tendency for the aircraft to drift.
direction of motion of the aircraft and its lateral axis be perpendicular to the runway.

Question 21 of 93

21. Question

During a power approach to a short-field landing, the correct airspeed may be verified by

the ability to land on a predetermined spot.
little or no floating during the landing flare.
the ability to maintain a constant angle of descent.

Question 22 of 93

22. Question

If an emergency situation requires a downwind landing, pilots should expect a faster

airspeed at touchdown, a longer ground roll, and better control throughout the landing roll.
groundspeed at touchdown, a longer ground roll, and the likelihood of overshooting the desired touchdown point.
groundspeed at touchdown, a shorter ground roll, and the likelihood of undershooting the desired touchdown point.

Question 23 of 93

23. Question

On final approach to landing, a faster-than-normal indicated airspeed should be used when

turbulent conditions exist.
ambient temperatures are above 90°F.
landing at airports above 5,000 feet MSL with above standard temperature conditions.

Question 24 of 93

24. Question

If poor aircraft controllability is experienced during an emergency go-around with full flaps, the cause is most probably due to

excessive airspeed with full flaps extended.
the high-power, low-airspeed situation with the airplane trimmed for a full-flap configuration.
a reduction in the angle of attack with full flaps to the point where the aircraft control is greatly impaired.

Question 25 of 93

25. Question

A go-around from a poor landing approach should

not be attempted unless circumstances make it absolutely necessary.
generally be preferable to last minute attempts to prevent a bad landing.
not be attempted after the landing flare has been initiated regardless of airspeed.

Question 26 of 93

26. Question

During go-arounds from a full-flap approach in conventional airplanes, which procedure should be used if the flight manual does not specify differently?

Start retracting the flaps first, then retract the gear.
Retract the gear first and adjust flaps only after reaching a safe altitude.
Retract the gear first since it has a far greater adverse effect on aircraft performance than do flaps.

Question 27 of 93

27. Question

One reason a student tends to round out high during landing is

changing focus gradually.
focusing on references too far ahead.
focusing on references that are too close or looking directly down.

Question 28 of 93

28. Question

What procedure should be used to correct for slight ballooning during landing?

Decrease power.
Decrease angle of attack.
Hold a constant landing attitude.

Question 29 of 93

29. Question

What normally results from excessive airspeed on final approach?

Bouncing.
Floating.
Ballooning.

Question 30 of 93

30. Question

What normally results from misjudging the rate of sink during a landing?

Floating.
Ballooning.
Poor directional control.

Question 31 of 93

31. Question

What could be a result of a student focusing too far ahead during a landing approach?

Reactions will be either too abrupt or too late.
Rounding out too high and developing an excessive sink rate.
Difficulty in judging the closeness of the ground resulting in a nose-first touchdown.

Question 32 of 93

32. Question

When beginning a rectangular course, the determining factor in deciding the distance from the field boundary at which an aircraft should be flown is the

wind speed.
size of the rectangular area chosen.
steepness of the bank desired in the turns.

Question 33 of 93

33. Question

To properly compensate for a crosswind during straight-and-level cruising flight, the pilot should

hold rudder pressure toward the wind.
establish a proper heading into the wind by coordinated use of the controls.
hold aileron pressure toward the wind and hold opposite rudder pressure to prevent a turn.

Question 34 of 93

34. Question

Please see the diagram below. In flying the rectangular course, when would the aircraft be turned less than 90°?

Corners 1 and 4.
Corners 1 and 2.
Corners 2 and 4.

Question 35 of 93

35. Question

Please see the diagram below. In flying the rectangular course, when would the aircraft be turned more than 90°?

Corners 2 and 3.
Corners 1 and 3.
Corners 2 and 4.

Question 36 of 93

36. Question

Please see the diagram below. In flying the rectangular course, when should the aircraft bank vary from a steep bank to a medium bank?

Corner 1.
Corner 3.
Corners 2 and 3.

Question 37 of 93

37. Question

Please see diagram below. In flying the rectangular course, which would describe the proper angle of bank?

Corner 1 shallow, corner 2 medium, corner 3 steep, and corner 4 shallow.
Corner 1 shallow, corner 2 medium to steep, corner 3 steep, and corner 4 medium to shallow.
Corner 1 shallow to medium, corner 2 medium to steep, corner 3 steep to medium, and corner 4 medium to shallow.

Question 38 of 93

38. Question

During turns around a point, an imaginary line from the pilot’s eye and parallel to the lateral axis should point to the pylon when the aircraft is abeam the point headed directly

crosswind.
downwind only.
upwind or downwind.

Question 39 of 93

39. Question

Please see diagram below. At which points will the wing (lateral axis) be in alignment with the pylon during turns around a point?

1 and 5.
3 and 7.
1, 3, 5, and 7.

Question 40 of 93

40. Question

Please see diagram below. If you instruct a student to practice turns around a point using a bank that is not to exceed 45° at its steepest point, it would be best to start at which of the positions shown?

3.
7.
3 or 7.

Question 41 of 93

41. Question

Please see diagram below. The groundspeed will be equal in which positions?

1 and 5.
1 and 5, 2 and 4, 6 and 8.
1 and 5, 2 and 8, 4 and 6.

Question 42 of 93

42. Question

Please see diagram below. The angle of bank will be most nearly equal in which positions?

3 and 7.
1 and 5.
4 and 6.

Question 43 of 93

43. Question

Please see diagram below. Which position will require the steepest bank?

1.
5.
7.

Question 44 of 93

44. Question

Please see diagram below. While practicing S-turns, a consistently smaller half-circle is made on one side of the road than on the other, and this turn is not completed before crossing the road or reference line. This would most likely occur in turn

1-2-3 because the bank is decreased too rapidly during the latter part of the turn.
4-5-6 because the bank is increased too rapidly during the early part of the turn.
4-5-6 because the bank is increased too slowly during the latter part of the turn.

Question 45 of 93

45. Question

Please see diagram below. In which positions will the groundspeeds be equal?

2 and 5.
1 and 6, 2 and 5.
1 and 6, 2 and 5, 3 and 4.

Question 46 of 93

46. Question

Please see diagram below. During S-turn practice, which positions require the steeper angle of bank?

4 and 5.
3 and 4.
2 and 5.

Question 47 of 93

47. Question

Please see figure below. Proper execution of S-turns across a road requires that the aircraft be crabbed into the wind the greatest amounts at which points?

3 and 4.
2 and 5.
1 and 6.

Question 48 of 93

48. Question

The pivotal altitude for eights-on-pylons is dependent primarily upon the

groundspeed.
true airspeed.
distance from the pylon.

Question 49 of 93

49. Question

Please see diagram below. While performing eights-on-pylons, the turn-and-slip indicator appears as shown in “2.” The pilot must

increase altitude to obtain the correct pivotal altitude, and correct the skidding turn.
decrease altitude to obtain the correct pivotal altitude, and correct the slipping turn.
decrease the bank to hold the reference point on the pylon without slipping, because the radius of turn is too small.

Question 50 of 93

50. Question

Please see diagram below. Misuse of rudder in attempting to hold the pylon during the performance of eights-on-pylons will result in which turn-and-slip indication?

"2" if above or below pivotal altitude.
"1" if below pivotal altitude; "2" if above pivotal altitude.
"1" if above pivotal altitude; "2" if below pivotal altitude.

Question 51 of 93

51. Question

In properly coordinated eights-on-pylons, if the reference point is behind the pylon, it means the

angle of bank is too shallow.
airplane is above the pivotal altitude.
airplane is below the pivotal altitude.

Question 52 of 93

52. Question

If the wing moves behind the pylon during properly coordinated eights-on-pylons, the airplane is

flying too fast.
below pivotal altitude.
above pivotal altitude.

Question 53 of 93

53. Question

Which stall must be performed during a flight instructor-airplane practical test?

Power-on or power-off.
Accelerated.
Imminent.

Question 54 of 93

54. Question

The objective of a cross-control stall demonstration is to

emphasize the hazard of an excessive slip during a landing approach.
teach the proper recovery technique should this type of stall occur during final approach.
show the effect of improper control technique and emphasize the importance of coordinated control when making turns.

Question 55 of 93

55. Question

If inadequate right rudder is used during a climbing right turn, what may occur if the aircraft stalls?

A spin to the left.
A tendency to yaw to the right.
A tendency to roll to the right.

Question 56 of 93

56. Question

Which is a correct spin recovery technique?

Apply forward elevator control followed by aileron opposite the spin.
Apply full forward elevator control followed by a coordinated rollout.
Reduce power to idle, apply opposite rudder and forward elevator control.

Question 57 of 93

57. Question

Two distinct flight situations should be covered when teaching slow flight. These are the establishment and maintenance of

airspeeds appropriate for landing approaches, and flight at reduced airspeeds.
an airspeed which gives a stall warning indication, and an airspeed at which complete recovery can be made from stalls.
an airspeed at which the airplane is operating on the back side of the power curve, and an airspeed at which the elevator control can be held full-back with no further loss of control.

Question 58 of 93

58. Question

The primary purpose of practicing operations at reduced airspeeds is to enable students to

safely fly airport traffic patterns at various airspeeds.
develop proficiency at anticipating the onset of power-on stalls.
develop proficiency in their sense of feeling and their ability to use the controls properly at various speeds.

Question 59 of 93

59. Question

What is the correct procedure to follow if an aircraft is in the region of reverse command during a landing approach?

Increase angle of attack and power.
Decrease angle of attack and power.
Decrease angle of attack and increase power.

Question 60 of 93

60. Question

Which can result when operating in the region of reverse command?

It is not possible to climb.
Increased nose-up pitch does not affect rate of descent.
Increased nose-up pitch causes increased rate of descent.

Question 61 of 93

61. Question

Common mistakes made by student pilots while first performing intentional stalls are

excessive rudder control, excessive airspeed buildup during recovery, and inadvertent secondary stall during recovery.
premature recovery, excessive back-elevator pressure, and excessive airspeed building during recovery.
fixation on the airspeed indicator, delayed recovery, and inadequate rudder control.

Question 62 of 93

62. Question

Secondary stalls result from

failure to recover from the initial stall.
abrupt control movement.
exceeding the critical angle of attack during maneuvering flight.

Question 63 of 93

63. Question

If an accelerated stall occurs in a steep turn, how will the aircraft respond?

The inside wing stalls first because it is flying at a higher angle of attack.
The outside wing stalls first because it is flying at a higher angle of attack.
In a slip, the high wing stalls first; in a skid, the low wing stalls first; in coordinated flight, both wings stall at the same time.

Question 64 of 93

64. Question

If an accelerated stall occurs during a steep turn, in which direction would the aircraft tend to roll?

Toward the inside of the turn.
Toward the outside of the turn.
The direction of roll depends on whether the airplane is slipping, skidding, or in coordinated flight.

Question 65 of 93

65. Question

Students should be taught that throughout a level, 720° steep turn to the right, the rudder is normally used to

prevent yawing.
control the rate of turn.
hold the aircraft in the turn once it is established.

Question 66 of 93

66. Question

How should a student be taught to correct for a nose-low attitude during a steep turn?

Apply back elevator pressure to attain the desired pitch attitude.
Reduce the angle of bank, then apply back elevator pressure to attain the desired pitch attitude.
Apply back elevator pressure to attain the desired pitch attitude, then reduce the angle of bank.

Question 67 of 93

67. Question

What may occur if the initial bank is too shallow when performing a chandelle?

Completing the maneuver with excessive airspeed.
Stalling the aircraft before reaching the 180° point.
Completing the maneuver with too low a pitch attitude.

Question 68 of 93

68. Question

Pilots who initiate a chandelle with a bank that is too steep will most likely

stall before completing the maneuver.
turn more than 180° before completing the rollout.
perform a comparatively level steep turn with a nose-high rollout at the 180° point.

Question 69 of 93

69. Question

When performing a chandelle, where should maximum pitch occur?

45° point.
go° point.
180° point.

Question 70 of 93

70. Question

Which best describes pitch and bank during the first 90°of a chandelle?

Changing pitch and bank.
Constant pitch and bank.
Constant bank and changing pitch.

Question 71 of 93

71. Question

Which best describes pitch and bank during the second 90° of a chandelle?

Changing pitch and bank.
Constant pitch and changing bank.
Constant bank and changing pitch.

Question 72 of 93

72. Question

When performing a lazy eight, where should the maximum pitchup attitude occur?

45° point.
go° point.
180° point.

Question 73 of 93

73. Question

When performing a lazy eight, when should the aircraft be at minimum airspeed?

45 ° point.
go° point.
180° point.

Question 74 of 93

74. Question

When performing a lazy eight, where should the maximum pitchdown attitude occur?

go° point.
135° point.
180° point.

Question 75 of 93

75. Question

When performing a lazy eight, when should the maximum altitude occur?

45° point.
go° point.
180° point.

Question 76 of 93

76. Question

What should occur at the go° point of a lazy eight?

Airspeed and altitude should be the same as at entry.
Maximum pitch attitude, minimum airspeed, and minimum bank.
Steepest bank, minimum airspeed, maximum altitude, and level pitch attitude.

Question 77 of 93

77. Question

Which is the most probable result if a pilot initiates the climbing turn portions of the lazy eight with banks that are too steep?

Completing each 180° change of direction with a net gain of altitude.
Attaining a pitch attitude that is too steep and stalling at the top of the climbing turn.
Turning at a rate too fast for the rate of climb and therefore, completing each 180° change of direction with excessive airspeed.

Question 78 of 93

78. Question

What would cause the 45° point to be reached before the maximum pitchup attitude during a lazy eight?

Beginning with too slow a rate of roll.
Beginning with too rapid a rate of roll.
Allowing the airspeed to remain too high causing the rate of turn to increase.

Question 79 of 93

79. Question

At what point in a lazy eight is it most likely necessary to exert opposing aileron and rudder pressures in order to maintain coordinated flight?

At the point of slowest speed.
At the point of fastest speed.
At the point of lowest pitch attitude.

Question 80 of 93

80. Question

Please see diagram below. During practice of lazy eights, the most probable cause of the uncoordinated situation at the completion of 90° of turn (indicated by the turn-and-slip indicator shown in “1”) is the

use of too much right rudder pressure.
use of too much left rudder control pressure.
use of too little right rudder pressure.

Question 81 of 93

81. Question

Which instrument provides the most pertinent information (primary) for pitch control in straight-and level flight?

Vertical speed indicator.
Attitude indicator.
Altimeter.

Question 82 of 93

82. Question

What instrument(s) is (are) supporting bank instrument(s) when entering a constant airspeed climb from straight-and-level flight?

Heading indicator.
Turn coordinator and heading indicator.
Attitude indicator and turn coordinator.

Question 83 of 93

83. Question

Which instruments are considered primary and supporting for bank, respectively, when establishing a level standard-rate turn?

Turn coordinator and heading indicator.
Attitude indicator and turn coordinator.
Turn coordinator and attitude indicator.

Question 84 of 93

84. Question

If an airplane is in an unusual flight attitude and the attitude indicator has exceeded its limits, which instruments should be relied upon to determine pitch attitude before recovery?

Airspeed indicator and altimeter.
Turn indicator and vertical speed indicator.
Vertical speed indicator and airspeed indicator.

Question 85 of 93

85. Question

Which is the correct sequence for recovery from a spiraling, nose-low, increasing airspeed, unusual flight attitude?

Increase pitch attitude, reduce power, and level wings.
Reduce power, correct bank attitude, and raise nose to a level attitude.
Reduce power, raise nose to a level attitude, and correct bank attitude.

Question 86 of 93

86. Question

What is the first fundamental skill in attitude instrument flying?

Aircraft control.
Instrument cross-check.
Instrument interpretation.

Question 87 of 93

87. Question

What is the correct sequence in which to use the three skills used in instrument flying?

Aircraft control, cross-check, and instrument interpretation.
Instrument interpretation, cross-check, and aircraft control.
Cross-check, instrument interpretation, and aircraft control.

Question 88 of 93

88. Question

As power is reduced to change airspeed from high to low cruise in level flight, which instruments are primary for pitch, bank, and power, respectively?

Attitude indicator, heading indicator, and manifold pressure gauge or tachometer.
Altimeter, attitude indicator, and airspeed indicator.
Altimeter, heading indicator, and manifold pressure gauge or tachometer.

Question 89 of 93

89. Question

What is the primary bank instrument once a standard-rate turn is established?

Attitude indicator.
Turn coordinator.
Heading indicator.

Question 90 of 93

90. Question

What is the primary pitch instrument when establishing a constant altitude standard-rate turn?

Altimeter.
VSI.
Airspeed indicator.

Question 91 of 93

91. Question

During training flights, an instructor should interject realistic distractions to determine if a student can

learn despite stressful conditions.
maintain aircraft control while his or her attention is diverted.
perform maneuvers using the integrated method of flight instruction.

Question 92 of 93

92. Question

Instructors should include realistic distractions so the student will

become confused and disoriented.
declare an emergency.
develop the skill of coping with the distraction while maintaining positive control of the aircraft.

Question 93 of 93

93. Question

The objective of the Practical Test Standards (PTS) is to ensure the certification of pilots at a high level of performance and proficiency, consistent with

the time available.
safety.
their abilities.