Ask a CFI

When we talk about flight controls, most pilots immediately think of the yoke or stick and rudder pedals—the primary flight controls. These directly control the airplane’s pitch, bank, and yaw via the elevator, ailerons, and rudder. But there’s a second set of controls that play a crucial supporting role: the secondary flight controls. Secondary flight controls help fine-tune the aircraft's performance and handling. The most common examples are flaps and trim systems.

If you’ve been training for a while and your CFI still hasn’t asked you to pull to the side of the ramp so he can endorse your logbook for that first solo, it’s natural to feel anxious and frustrated. Maybe you've logged 15 or 20 hours, and your friend already soloed. And that naturally has you thinking, "Why not me?"

Remember this: soloing is not a race. Every student learns at a different pace, and your instructor’s job is to make sure you're not just technically qualified to solo, but truly ready.

Maneuvering speed is considered to be the accelerated stall speed at the positive limit load factor (LLF) for the category of aircraft. Practically speaking, maneuvering speed (VA) provides a margin of safety. If the airplane is slower than VA, it cannot exceed the LLF without stalling so you can maneuver the airplane without the risk of exceeding its structural limit. Since VA is related to the stall speed, it will also decrease with a decrease in weight. 

BasicMed is an alternate way for pilots to fly without holding an FAA medical certificate as long as they meet certain requirements. To fly under BasicMed, pilots must print off a FAA Form 8700-2; BasicMed Comprehensive Medical Examination Checklist (CMEC) and get your physical exam with a state-licensed physician. Then complete an online medical course and you’re ready to fly! An important note is that third-class medical reform does not alleviate the need for pilots to continually self-certify when it comes to being fit for flight.

Basic GPS uses a network of satellites to triangulate positions anywhere on Earth.  There are at least five satellites in view at all times. Your onboard navigator can provide three-dimensional position and altitude information if it is receiving signals from at least four satellites. 

WAAS uses two additional geostationary satellites to improve the accuracy of GPS.  These satellites receive and transmit a correction signal to WAAS-enabled navigators.  The correction signals are calculated on the ground by two wide area master stations and uploaded to the stationary satellites.  These master stations receive signal error data from a network of precisely surveyed reference stations.  The reference stations constantly monitor the GPS satellite signals for errors.

Familiarize Yourself with the Format—the Private Pilot written test FAA test contains 60 multiple-choice questions, and you have two hours to complete it. Any of the written tests may also include validation questions, which are questions used to accumulate data for statistical analysis of test question validity and performance. Validation questions are non-scored questions, and do NOT count for or against your final test score. The posted number of questions does NOT include validation questions.

A description of each test, allotted times, and total questions are available via the Airman Knowldge Testing Matrix.

Landing an airplane is often described as a blend of precision, practice, and intuition—yet even seasoned pilots can fall victim to the bounced landing which occurs when the airplane contacts the ground with a sharp impact as the result of an improper landing attitude or an excessive sink rate. Though the airplane's tires and struts provide some springing action, the airplane does not bounce like a rubber ball. Instead, it rebounds into the air because the wing's angle of attack was abruptly increased, producing a sudden addition of lift.

When the bounce is very slight and there is no extreme change in the airplane's pitch attitude and sufficient runway remains, a follow-up landing may be executed by applying just enough power to cushion the subsequent touchdown.

Special Visual Flight Rules (SVFR) is a mechanism that allows pilots to operate in conditions that are less than those required for basic VFR flight within the lateral boundaries of Class B, Class C, Class D or Class E surface areas below 10,000 feet—useful to pilots for getting in and out of airports under VFR when the weather is changing rapidly or when the weather may differ in specific directions surrounding the airport.

A constant-speed propeller is a controllable-pitch propeller whose pitch is automatically varied in flight to maintain a constant speed (RPM) despite varying air loads. Engine RPM is controlled and changed by changing the pitch, or the blade angle, taken by the propeller. This is regulated by the propeller governor which changes the pitch to maintain the RPM that you have selected.

The pilot and passenger seat belt and shoulder harness requirements are referenced in FAR 91.107 and FAR 91.105. During takeoff and landing, crew members must wear both seat belts and shoulder harnesses (if equipped), unless the shoulder harness would interfere with their duties. In-flight, crew members must keep their seat belts fastened while at their station (pilot seat). The use of a shoulder harnesses in flight is not required, but it is encouraged when feasible.