Ask a CFI

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.

The regulations (14 CFR 91.211) only require that that the flight crew use supplemental oxygen after 30 minutes at cabin pressure altitudes between 12,500 and 14,000 feet and at all times for cabin pressure altitudes above 14,000 feet. Pilots and passengers must be provided with supplemental oxygen at cabin pressure altitudes above 15,000 feet.

All models of aviation-oriented calculators may be used, including small electronic calculators that perform only arithmetic functions (add, subtract, multiply, and divide). Simple programmable memories (which allow addition to, subtraction from, or retrieval of one number from the memory) are permissible. Also, simple functions, such as square root and percent keys, are permissible. Applicants may use scales, straightedges, protractors, plotters, navigation computers, blank logsheets, holding pattern entry aids, and electronic or mechanical calculators that are directly related to the test.

In aviation, a slipping turn and a skidding turn are both uncoordinated flight conditions that should be avoided. They occur when an aircraft's rate of turn does not match its bank angle. In a correctly executed turn, the horizontal component of lift should be equal and opposite to the centrifugal force.