Flight Training Self-Quiz

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MUST read every night before flight.

Q66. Why keep your hand on the throttle during engine start?

A66. To guard power immediately—manage rough starts/over-rev, prevent surge, and shut down or reduce quickly if needed. (Follow your engine/AFM start procedure.)

QX. NET/NAT items Departure/Arrival Briefing?

NET 1 RWY 2 Speeds 3 Routing 4 Emergencies 5 VBG 6 Threats. // NAT 1 RWY 2 SPEEDS (init 85, intermediate 65 final 60), 3 ROUTING 4 ALTERNATE 5 GO AROUND PROC 6 Threats

Q67. What flight-instrument checks do you do while taxiing (on concrete and while turning)?

A67. 1 Brakes Checked, Steering Checked. While turning on concrete A.I. Erected and stable, Heading indicator Decreasing/Increasing

VOR/HSI Navigation & Intercepts

Q68. Transition inbound QDM → outbound radial using the “rule of 3” (your example)?

A68. Example: inbound QDM 180 to SRN, outbound R-120. Difference = 60°. 60 ÷ 3 = 20° intercept toward displacement. Need left turn → 120 − 20 = 100° target heading.

Q69. Changing one radial to another—what intercept do you use?

A69. Δ ≤ 10° → double it; >10–30° → 45° intercept; >30–70° → 90/45 (start 90 then tighten to 45); >70° → use an IFR-style homing/procedure (curved path) or reposition.

Q70. How does an HSI simplify VOR work vs RBI/RMI?

A70. HSI combines heading + CDI with clear TO/FROM, reducing mental +180° math. Set source to VOR (CDI button), twist OBS to desired course, fly CDI. For homing, select TO course; for radial intercept, set the radial/course and apply your intercept angle.

Q71. After station passage, what should you set on the HSI?

A71. Set the outbound radial +/- interception angle, directly (HSI flips TO→FROM automatically). No tail-of-needle or +180 conversions needed—just set the radial and intercept.

Arrival Prep & Descent Planning

Q72. What documents/charts do you study the night before? X

A72. VAC, Area Transit Charts, AD info, Aerodrome chart (parking/taxiways). Pay attention to entry points, circuit heights, noise abatement, hot spots.

Q73. Why define TOC/TOD in your nav plan?

A73. Forces deliberate planning and ensures descent checks are complete before starting TOD; aids time/fuel/airspace management.

Q74. How do you compute TOD (rule of thumb)?

A74. (Cruise alt − circuit/IAF alt) ÷ 500 fpm = minutes before the point (IAF/entry) to start descent. Example: 3000 ft to lose at 500 fpm ≈ 6 min. Add margin for checks/config.

Q75. What condition should you meet before/at the IAF/entry?

A75. Be circuit-ready: at charted altitude, descent + approach checks done; at/near IAF run the approach check; speed ≈ 85 kt (per your note) and stabilized.

Q76. Should you check ATIS if the tower is closed?

A76. Yes—always check ATIS (or equivalent info) even when ATS is offline.

Pattern Entry Gates & Holding

Q77. Near IAF/entry (e.g., MEZZO), what if you’re not ≤85 kt or checks/brief not done?

A77. Do not descend/enter. Hold or remain outside to finish checks/brief; monitor frequency ≥1 min to build traffic picture; then enter when ready.

Landing Aim Point

Q78. For VFR landing, what visual reference should you use per your note?

A78. Use the threshold as primary visual reference; TDZ is primarily an IFR concept. (Follow your school’s technique.)

Go-Around Discipline

Q79. What’s your go-around memory aid and sequence?

A79. AIR-MAX-PRO / ANC: Aviate (pitch), MAX power (immediately), then PROcedure (flaps per SOP, trim, climb, track). Navigate, then Communicate once stable.

Q80. When do you make the go-around call?

A80. After the aircraft is stabilized in the go-around state (positive climb, configured), then transmit.

Q81. How do you prepare for go-arounds at unfamiliar aerodromes?

A81. Pre-study each field’s missed/GA routing on the VAC/approach: headings, altitudes, obstacles, noise abatement; brief it before approach.

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✈️ Flight Training Self-Quiz