Flight Instructor Airplane (FIA) practice questions with answers

Answer: B) The instructor reviews missed answers with the student

• AIncorrect. The instructor administers it.
• BCorrect. Then the student can be endorsed if proficient.
• CIncorrect. The instructor keeps it.
• DIncorrect. It must be reviewed.

Answer: D) Intercepting and tracking courses using navigational electronic systems

IFR recency under 61.57(c)(1) means six instrument approaches, holding procedures and tasks, and intercepting and tracking courses using navigational electronic systems, all within the preceding 6 calendar months.

• AIncorrect. Spin training is a flight instructor certificate requirement under 61.183. It is not part of instrument recency.
• BIncorrect. This is the night passenger-carrying recency requirement in 61.57(b). It is not part of instrument experience.
• CIncorrect. The flight review is a separate 24-calendar-month requirement under 61.56. It is not one of the 61.57(c) instrument tasks.
• DCorrect. 61.57(c)(1)(iii) lists intercepting and tracking courses through the use of navigational electronic systems, along with six approaches and holding procedures and tasks.

Answer: C) Fundamentals of Instructing (FOI) and Flight Instructor Airplane

A CFI-airplane applicant must pass the FOI knowledge test and the Flight Instructor Airplane knowledge test (61.183(e) and (f)). The FOI test is waived for current flight or ground instructors and for qualifying teachers.

• AIncorrect. The applicant must already hold a commercial or ATP certificate, so that test was passed earlier. Section 61.183 requires separate instructor-level knowledge tests.
• BIncorrect. A private pilot test is far below the level required. Section 61.183 requires the FOI test and the flight instructor aeronautical knowledge test.
• CCorrect. Section 61.183(e) requires the FOI test and 61.183(f) requires the aeronautical knowledge test. The FOI test is waived for holders of a flight or ground instructor certificate, for state-certified teachers of 7th grade or higher, and for teachers employed at an accredited college or university.
• DIncorrect. An instrument rating is a prerequisite for a CFI-airplane applicant (61.183(c)), but it does not replace the FOI and flight instructor knowledge tests.

Answer: A) Ahead of time, on the ground, when not under pressure to fly a particular trip

Personal minimums are set in advance, when the pilot is not under pressure, as a buffer above regulatory minimums. They should never be lowered for a specific flight.

• ACorrect. FAA guidance says to consider changes to personal minimums when you are not under pressure to fly and have time to judge your skill and comfort level honestly. Then the go/no-go decision is already made before pressure builds.
• BIncorrect. FAA guidance says never to lower personal minimums for a specific flight. Fitting them to the day's forecast invites external pressure to bend the limits.
• CIncorrect. Changing limits in flight defeats their purpose. They exist so that decisions are made in advance, not under the stress of changing conditions.
• DIncorrect. Personal minimums should give a safety buffer above regulatory minimums, based on the pilot's training, experience and proficiency. Setting them equal to the regulations removes that buffer.

Answer: B) Break the maneuver into stages, demonstrate each, then let the learner practice them

Anxiety narrows a learner's attention to the fear response. The instructor reduces it by breaking the maneuver into manageable stages, demonstrating each, and letting the learner practice until comfort and confidence build.

• AIncorrect. Avoiding the maneuver doesn't let the learner build the comfort that reduces anxiety. The anxiety is likely to return when the maneuver comes back.
• BCorrect. The Aviation Instructor's Handbook recommends taking the procedure apart, demonstrating each stage, and letting the learner practice the stages. This builds the comfort and confidence that reduce anxiety.
• CIncorrect. Repeated exposure at full intensity keeps an anxious learner focused on the 'fight or flight' response instead of the skill being taught.
• DIncorrect. A debrief that only lists errors adds to insecurity. Anxious learners do better when expectations are clear and progress is reinforced.

Answer: D) Outward, upward and around the wingtip

• AIncorrect. They rotate around the tip.
• BIncorrect. They flow outward around the tip.
• CIncorrect. They rotate.
• DCorrect. They form as high-pressure air flows to the low-pressure side.

Answer: B) A sharp gust will stall the wing before the resulting load factor can exceed the structural limit

At or below maneuvering speed, a strong gust will stall the wing before it can overstress the airframe, so the FAA recommends VA or less in rough air to minimize structural stress.

• AIncorrect. The critical angle of attack for a given wing configuration does not change with airspeed. At lower speeds a gust is actually more likely to stall the wing, and that is the intended protection.
• BCorrect. At or below VA, a gust that sharply increases angle of attack stalls the wing before load factor reaches the limit, which relieves the load. Above VA, structural damage can occur before the wing stalls.
• CIncorrect. Slowing down does not lower stall speed, which depends on weight, configuration and load factor. Slowing to VA actually reduces the margin above the stall, so the airspeed should stay well above stall speed but below VA.
• DIncorrect. The limit load factor is set by the airplane's design and certification category and does not change with airspeed. Slowing down limits how much load a gust can impose; it does not raise the airframe's strength.

Answer: D) It makes the mixture richer

• AIncorrect. Fuel still flows.
• BIncorrect. Warm air enriches the mixture.
• CIncorrect. Air density changes the ratio.
• DCorrect. Warm air is less dense.

Answer: B) 10 knots

• AIncorrect. That's the headwind.
• BCorrect. sin 30° × 20.
• CIncorrect. That's at 90°.
• DIncorrect. Recheck the angle.

Answer: A) True airspeed becomes higher than indicated

• ACorrect. Thinner air lowers the indication.
• BIncorrect. TAS rises with altitude.
• CIncorrect. They differ with air density.
• DIncorrect. IAS falls relative to TAS.

Answer: A) TFRs are issued by NOTAM, often on short notice, so the student must check current NOTAMs before the flight

TFRs are designated by NOTAM, often on short notice, and printed charts do not show them. Under 91.103, a pilot must check current NOTAMs and TFRs before every flight.

• ACorrect. Under 14 CFR 91.137, the FAA designates TFR areas by NOTAM, and new ones can appear after a chart is printed. Under 91.103, the PIC must become familiar with all available information before the flight, and that includes current TFRs.
• BIncorrect. A TFR is binding once its NOTAM takes effect. Printed sectionals do not show these temporary restrictions.
• CIncorrect. TFRs restrict operations within the designated area as the NOTAM specifies, and they apply to VFR flights too. Many TFRs, such as disaster or VIP areas, reach down to the surface.
• DIncorrect. A TFR can be issued for any area, including Class E and Class G airspace. Checking for TFRs is part of becoming familiar with all available information for every flight.

Answer: D) A faded magenta band

• AIncorrect. That's Class C.
• BIncorrect. That's Class B.
• CIncorrect. That's Class D.
• DCorrect. Blue faded bands show 1,200 ft AGL.

Answer: A) An unscheduled nowcast issued by an ARTCC's Center Weather Service Unit, valid for up to 2 hours

A CWA is an unscheduled, short-term advisory (a nowcast) issued by the ARTCC's CWSU for conditions that meet or approach in-flight advisory criteria. It is valid for up to 2 hours and is not meant for flight planning.

• ACorrect. CWSU meteorologists issue unscheduled CWAs for their ARTCC. A CWA is valid for up to 2 hours and is generally a nowcast for conditions starting within 2 hours.
• BIncorrect. CWAs are unscheduled, and because of their short lead time they are not flight-planning products.
• CIncorrect. A CWA is a short-term advisory valid for up to 2 hours, not a long-range outlook.
• DIncorrect. A CWA may also be issued when conditions don't meet SIGMET or AIRMET criteria but are expected to affect safe air traffic flow, and it is valid for up to 2 hours.

Answer: A) The limitations and operating instructions in that airplane's AFM/POH

Whether you can slip with flaps extended depends on the airplane. Teach students to check the AFM/POH, because some manufacturers prohibit forward slips with flaps.

• ACorrect. Some airplanes prohibit or limit slips with flaps extended, for example because of airflow effects on the tail. The Airplane Flying Handbook says not to slip with flaps if the manufacturer's operating instructions prohibit it.
• BIncorrect. A silent stall warning does not authorize a configuration that the manufacturer prohibits. The decision rests on the AFM/POH.
• CIncorrect. Wind decides whether a sideslip is needed for crosswind control. It does not decide whether slipping with flaps is permitted.
• DIncorrect. VFE limits the airspeed for flap extension. Staying below it does not make a slip allowed in an airplane whose manufacturer prohibits slips with flaps.

Answer: B) The other airplane is approaching you roughly head-on

Position lights are red on the left wingtip, green on the right, and white on the tail. Seeing red on your right and green on your left with no white light means the other airplane is coming toward you head-on.

• AIncorrect. From behind, you would see the white tail light, with the red light on your left and the green light on your right.
• BCorrect. Red is on the left wingtip and green on the right. If you see red on your right and green on your left, the airplane's nose is pointed toward you, and its tail light is out of view.
• CIncorrect. An airplane crossing from left to right shows you its left side, so you would mainly see a single red light, not both wingtip lights.
• DIncorrect. An airplane crossing from right to left shows you its right side, so you would mainly see a single green light.