list your toughest checkride questions
- Thread starter fulcrum
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fulcrum
stranger to the ground
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you have only one sectional chart plot a course from a point on the north side to a point on the south side or vice versa ?
how do you get an stc
you have just landed your first job as a pilot for a doctor flying his baron he just showed up drunk with his buddies for a flight to vegas
what do you do ?
how do you get an stc
you have just landed your first job as a pilot for a doctor flying his baron he just showed up drunk with his buddies for a flight to vegas
what do you do ?
Tough questions...
Here are some real doozies I've been asked since I started my training...
You apply Carb heat during the runup and the RPM increases...What does this indicate?
You lose hydraulic pressure and the gear pump is inop...What will the gear do? Is there any way to lower it?
You lower flaps and discover that the settings are split...What do you do?
When you cycle the prop during the runup, does the MP increase, decrease, or stay the same? Why?
Can you lean out an engine with a constant speed prop without an EGT or a fuel flow guage at altitude? If so, how?
You encounter icing at cruise...Do you climb or descend to avoid the ice buildup? Why one and not the other?
Describe what happens to the prop when oil pressure is lost...
The static port(s) are iced over and there is no alternate static source in the cockpit...Is there any way to supply static pressure to the altimeter? If so, how is it done?
Is there any other instrument that will give an approxamate indication of altitude?
While climbing out after takeoff, you pitch for Vy and notice the airspeed is continually increasing...What does this indicate?
Why do aft CG loadings increase fuel efficiency in comparison to forward CG loadings? How does this affect overall stability?
What is the difference between a loadmeter, ampmeter, and a voltmeter?
Why does the battery have a lower total voltage than the electrical system?
What are the three types of hydroplaning and when is each likely to occur?
You have an electrical malfunction and shut down the alternator...What effect, if any, will this have upon the magnetic compass?
You are in cruise when you realize you have runaway trim...How do you maintain aircraft control?
The throttle is stuck in the full open position...How do you land at the airport?
You are on final approach and you get rolled to a 80' degree bank from wake turbulence...How do you recover?
What is the difference between a slot and a slat?
What are the differences between leading edge flaps and trailing edge flaps?
What happens when the airframe itself is "failed"?
How many counterweights are there on the aircraft?
Is it possible to do a complete roll and keep the engine running? (No using the boost pump)
You find out your rudder is jammed full left in flight...What effect, if any, will this have on the position of the nose wheel when you finally land?
Right about here is where the examiner looks at you and says
"Are we having fun yet?"
Here are some real doozies I've been asked since I started my training...
You apply Carb heat during the runup and the RPM increases...What does this indicate?
You lose hydraulic pressure and the gear pump is inop...What will the gear do? Is there any way to lower it?
You lower flaps and discover that the settings are split...What do you do?
When you cycle the prop during the runup, does the MP increase, decrease, or stay the same? Why?
Can you lean out an engine with a constant speed prop without an EGT or a fuel flow guage at altitude? If so, how?
You encounter icing at cruise...Do you climb or descend to avoid the ice buildup? Why one and not the other?
Describe what happens to the prop when oil pressure is lost...
The static port(s) are iced over and there is no alternate static source in the cockpit...Is there any way to supply static pressure to the altimeter? If so, how is it done?
Is there any other instrument that will give an approxamate indication of altitude?
While climbing out after takeoff, you pitch for Vy and notice the airspeed is continually increasing...What does this indicate?
Why do aft CG loadings increase fuel efficiency in comparison to forward CG loadings? How does this affect overall stability?
What is the difference between a loadmeter, ampmeter, and a voltmeter?
Why does the battery have a lower total voltage than the electrical system?
What are the three types of hydroplaning and when is each likely to occur?
You have an electrical malfunction and shut down the alternator...What effect, if any, will this have upon the magnetic compass?
You are in cruise when you realize you have runaway trim...How do you maintain aircraft control?
The throttle is stuck in the full open position...How do you land at the airport?
You are on final approach and you get rolled to a 80' degree bank from wake turbulence...How do you recover?
What is the difference between a slot and a slat?
What are the differences between leading edge flaps and trailing edge flaps?
What happens when the airframe itself is "failed"?
How many counterweights are there on the aircraft?
Is it possible to do a complete roll and keep the engine running? (No using the boost pump)
You find out your rudder is jammed full left in flight...What effect, if any, will this have on the position of the nose wheel when you finally land?
Right about here is where the examiner looks at you and says
"Are we having fun yet?"
Simon Says
New Airbus Regional Jet
- Joined
- Dec 19, 2001
- Posts
- 1,036
- Total Time
- 11000
CFI question........Why does an aircraft become unstable when you move the CG to the Aft position.
"How do you think you did?"
I'm seldom satisfied with my own performance, and weigh in easily as my own harshest critic. With few exceptions, examiners or check airmen have asked me how I thought I did. A shortcoming on my part is the inherent need to give an honest answer, and I seldom rate myself highly. How does one answer?
I'm seldom satisfied with my own performance, and weigh in easily as my own harshest critic. With few exceptions, examiners or check airmen have asked me how I thought I did. A shortcoming on my part is the inherent need to give an honest answer, and I seldom rate myself highly. How does one answer?
A brand new question:
You are flying along and you think you have spotted an alien or extraterestial spacecraft - what do you do?
Answer - believe it or not, there is a new paragraph in the 2002 version of the AIM covering that very subject. Look it up!
And I'm not spoofing you.
You are flying along and you think you have spotted an alien or extraterestial spacecraft - what do you do?
Answer - believe it or not, there is a new paragraph in the 2002 version of the AIM covering that very subject. Look it up!
And I'm not spoofing you.
Cornelius
Where's Pancakes House
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- Nov 26, 2001
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- 7000
You go out to your Cessna and hop in and notice one of the wheel pants is cracked. Problem is your employer wants you to fly a package 200 miles away. Can you go? If you can, how are you going to prove you can go? Vice versa if you can't go.
Smoking Man
High Speed Aluminum
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- Nov 25, 2001
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- 7701
172 RG Question
The question was, "Why is VX on a short field (63KIAS) different than VX (67KIAS) just in a normal best angle climb"? (please excuse me if the speeds are not the correct number it has been years since I flew the 172 RG, but the speeds for a short field and a normal best angle climb are different). Gear position is the answer, the reason is that Cessna did some tests and in order to clear the 50ft obstacle the gear should be left extended and VX is 63 KIAS, too much drag in gear retraction!
Regards
Smoking Man
The question was, "Why is VX on a short field (63KIAS) different than VX (67KIAS) just in a normal best angle climb"? (please excuse me if the speeds are not the correct number it has been years since I flew the 172 RG, but the speeds for a short field and a normal best angle climb are different). Gear position is the answer, the reason is that Cessna did some tests and in order to clear the 50ft obstacle the gear should be left extended and VX is 63 KIAS, too much drag in gear retraction!
Regards
Smoking Man
Mike Reyna
Member
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- Feb 17, 2002
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Simon says... I love your avatar. That's pretty funny!Simon Says said:
Mikie
Simon Says
New Airbus Regional Jet
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- Dec 19, 2001
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With all due respect A Squared I will bite. Why don't you explain why moving the CG Aft makes an aircraft unstable. At your level you should be able to easily explain this fact. Remember CFI's need to explain this in laymans terms so their students can understand.
Avbug or TurboS7 no helping!!!!
Avbug or TurboS7 no helping!!!!
Saabslime
Dysfunctional family
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- Dec 3, 2001
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- enough
You've been flying along at FL 190 for a couple of hours and you lose your radios. The weather is crap for 300 miles all around you (not all that uncommon in the upper midwest). You're getting low on gas and dont have the range to fly to better conditions. What do you set your altimeter too and how do you re-adjust the minimums for the approach you are going to fly?
stingray
Senior Member
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- Dec 2, 2001
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- some
On my CFI ride 6yrs ago. I had an 8hr oral, left came back the next day for 2hrs more, then got in the plane for a 2.5 check flight.
During the de-brief we talked a little(I still wasn't sure pass or fail)
ok then he broke out the pink slips, and iam saying to my self ok i can deal with this a few things could use some work. he handed the pink slip to me it said ENTIRE RIDE, I put my head down and could not belive it and i was saying every word in the book under my breath. as my head was down he grabbed the ones with the temporary tickets the white ones held it up and said. You whant one of these? I almost called a FED a SOB to his face. He did give my CFI after all that. So i did what most new CFI's would do after the check ride from hell. Whent out and got lit with friends from the airport!!!
During the de-brief we talked a little(I still wasn't sure pass or fail)
ok then he broke out the pink slips, and iam saying to my self ok i can deal with this a few things could use some work. he handed the pink slip to me it said ENTIRE RIDE, I put my head down and could not belive it and i was saying every word in the book under my breath. as my head was down he grabbed the ones with the temporary tickets the white ones held it up and said. You whant one of these? I almost called a FED a SOB to his face. He did give my CFI after all that. So i did what most new CFI's would do after the check ride from hell. Whent out and got lit with friends from the airport!!!
WhiskeyTango
Member
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- Feb 18, 2002
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"You've been flying along at FL 190 for a couple of hours and you lose your radios. The weather is crap for 300 miles all around you (not all that uncommon in the upper midwest). You're getting low on gas and dont have the range to fly to better conditions. What do you set your altimeter too and how do you re-adjust the minimums for the approach you are going to fly?"
And your answer was?
And your answer was?