Flight Training Application - Summer 2022 semester

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Due to the high demand of flight training at UVU and limited capacity, not every student will be accepted. Students who are not accepted this semester into flight training, can reapply next semester. Acceptance is not guaranteed. Your answers to the questions on this application will be scored. Students with the highest scores will be accepted to begin flight training at UVU. Please answer as accurately and honestly as possible (if it is learned that you knowingly gave false information on this application then you will be excluded from the flight program.) APPLICATION DEADLINE: FEBRUARY 15, 2022

Minimum requirements to be accepted:

- Possess a first or second class FAA Airmen Medical Certificate (You may search for airmen medical examiners (AME) in Utah with this web address: https://designee.faa.gov/#/designeeLocator)

- Be currently enrolled in courses at UVU. Have a GPA of 3.0 or higher.

- Have completed at least ENGL 1005/1010 and MATH 1030 or higher.

Note: you will be notified whether or not you are accepted into flight training at UVU via your @UVU.edu email address (********@uvu.edu).

If you previously applied and were accepted but chose not to fly that semester, you will need to apply again and will be treated as a "first time" applicant.

Do you currently possess a valid FAA Airmen Medical Certificate? First or second class are acceptable. *

Yes

No (disqualifying)

Have you completed at least 6 credits at UVU? *

Yes

Have you finished all of your general education requirements? *

Yes

Have you completed ENGL 1005/1010 and Math 1030 (or higher)? *

Yes

No (disqualifying)

What is your first name? *

What is your last name? *

What is your UVID? *

What is your cumulative UVU GPA? *

1. How many credit hours will you be taking while enrolled in a flight course (including the flight course)? *

The next 4 questions evaluate your availability and flexibility. Flight training requires a significant time commitment. Students who don't have adequate time to give to flight courses generally do poorly. Please answer these questions as honestly and accurately as possible to help us measure the time you have available to devote to flight training. Selecting an answer choice that is marked "disqualifying" will exclude you from being considered for flight training.

12 or less

13 - 16

More than 16 (disqualifying)

2. If you have a job, how many hours per week will you be working while enrolled in a flight course? *

10 or less

11 - 20

21 - 30

More than 30 (disqualifying)

3. Will your schedule accommodate either of the following flight lesson schedules? Every Monday, Wednesday, & Friday for a 3-hour time block (6:30am – 9:30am, 9:00am – 12:00pm, 11:30am – 2:30pm, or 2:00pm – 5:00pm) OR Every Tuesday, Thursday, & Saturday for a 3-hour time block (6:30am – 9:30am, 9:00am – 12:00pm, 11:30am – 2:30pm, or 2:00pm – 5:00pm) *

Yes

No (disqualifying)

4. Flight training courses are rigorous, time intensive, and subject to delays due to weather, maintenance issues, illness, etc. Students are more likely to succeed when their schedules are able to accommodate extra flights outside the regularly-scheduled lessons. Students should also plan to study for 8 hours or more each week (2 - 3 hours per flight lesson). Are you willing and able to do extra lessons, as necessary, and to study for the flight course for at least 8 hours each week? *

Yes

No (disqualifying)

5. Is English your native language? *

This question does not affect your score on this application. If English is not your native language and you are selected, you will be required to schedule an interview with the flight department to determine your English proficiency. This interview is different than the TOEFL.

Yes

6. In a 4-stroke piston engine, how many revolutions does the crankshaft complete during a single 4-stroke cycle? Reference: Chapter 7 of the Pilot's Handbook of Aeronautical Knowledge (available for free as a PDF from faa.gov) *

These last 4 questions will help evaluate your technical aptitude. The information necessary to answer these questions can be found in the listed reference material.

One

Two

Three

Four

7. How does total aerodynamic drag on an airplane change in relation to airspeed? Reference: Chapter 5 of the Pilot's Handbook of Aeronautical Knowledge (available for free as a PDF from faa.gov) *

Total drag increases as airspeed increases

Total drag decreases as airspeed increases

Total drag decreases and then increases as airspeed increases. Total drag is lowest at the L/Dmax airspeed

Total drag increases and then decreases as airspeed increases. Total drag is highest at the L/Dmax airspeed

8. How should the flight controls move in order to make the airplane roll to the right? Reference: Chapter 6 of the Pilot's Handbook of Aeronautical Knowledge (available for free as a PDF from faa.gov) *

The right aileron should deflect downward and the left aileron should deflect upward

The right aileron should deflect upward and the left aileron should deflect downward

The elevator should deflect to the right

The elevator should deflect to the left

9. What condition results when the airplane has been properly trimmed (with elevator trim)? Reference: Airplane Flying Handbook 3-10 (available for free as a PDF from faa.gov) *

The airplane maintains the established attitude without the pilot needing to exert pressure on the elevator control.

The left-turning tendencies of the airplane will be cancelled out.

The elevator trim position indicator will be in the neutral position during cruise flight.

The airplane will maintain level flight without the pilot needing to exert pressure on the elevator control.

10. Why is rudder pressure required when rolling in and out of a turn? Reference: Airplane Flying Handbook 3-12 (available for free as a PDF from faa.gov) *

To cancel out the effects of adverse yaw.

To cause the nose to yaw opposite the direction of the turn.

To cause the nose to start moving in the direction of the turn when beginning a turn or to get the nose to stop moving when ending a turn.

To compensate for the loss of vertical component of lift.

11. When will asymmetric loading (P-factor) of the propeller be most pronounced? Reference: 5-32 of the Pilot's Handbook of Aeronautical Knowledge (available for free as a PDF from faa.gov) *

During flight at high speeds and low angle of attack.

When the ailerons are deflected, producing asymmetrical lift between right and left wings.

During a power off glide at high angle of attack.

During flight at high power settings and high angle of attack.

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