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What is the difference between a precision approach and a non-precision approach?

Precision approaches use GPS; non-precision approaches use ground-based navigation

Precision approaches provide both lateral and vertical guidance; non-precision approaches provide only lateral guidance

Precision approaches are for IFR only; non-precision approaches can be used for VFR

There is no difference; both types provide the same guidance

to track

2026 Statistics

Key Facts: CFII Exam

70-80%

First-Time Pass Rate

Industry estimate

70%

Passing Score

35/50 questions

40-60 hrs

Study Time

Recommended

20%

FOI Content

Largest section

$175

Exam Fee

FAA/PSI

Questions

2.5 hours

The FAA CFII knowledge test has an estimated 70-80% first-time pass rate. It requires 70% (35/50 questions) to pass. The exam covers FOI principles (20%), IFR regulations (15%), weather (15%), aircraft systems (12%), instrument flying (12%), approach procedures (10%), ATC procedures (8%), and navigation (8%). Plan for 40-60 hours of study.

Sample CFII Practice Questions

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1What is the difference between a precision approach and a non-precision approach?

A.Precision approaches use GPS; non-precision approaches use ground-based navigation

B.Precision approaches provide both lateral and vertical guidance; non-precision approaches provide only lateral guidance

C.Precision approaches are for IFR only; non-precision approaches can be used for VFR

D.There is no difference; both types provide the same guidance

Explanation: A precision approach provides both lateral (heading) and vertical (glideslope) guidance to the runway, such as ILS and GLS. A non-precision approach provides only lateral guidance, requiring the pilot to manage descent independently using specified altitudes and step-down fixes. Examples of non-precision approaches include VOR, NDB, and localizer-only approaches.

2What are the three main components of an ILS system?

A.GPS receiver, localizer, and glideslope

B.Localizer, glideslope, and marker beacons (or DME)

C.VOR, DME, and marker beacons

D.Localizer, radar, and altimeter

Explanation: The Instrument Landing System (ILS) consists of three main components: the localizer (provides lateral guidance aligned with the runway centerline), the glideslope (provides vertical guidance for descent), and marker beacons or DME (provides distance information). The localizer operates on VHF frequencies while the glideslope operates on UHF frequencies.

3What is an LPV approach and what type of minimums does it have?

A.A non-precision approach with MDA minimums

B.An approach with lateral and vertical guidance that provides DA minimums similar to an ILS

C.A VOR approach with circling minimums only

D.A radar approach with no published minimums

Explanation: LPV (Localizer Performance with Vertical Guidance) is a GPS-based approach that provides both lateral and vertical guidance, allowing for Decision Altitude (DA) minimums similar to an ILS. LPV approaches use Wide Area Augmentation System (WAAS) and can provide minimums as low as 200 feet AGL with visibility as low as 1/2 mile, making them operationally equivalent to Category I ILS approaches.

4When executing a circling approach, what is the maximum airspeed allowed for a Category C aircraft?

A.120 knots

B.140 knots

C.91 knots

D.165 knots

Explanation: When executing a circling approach, the maximum indicated airspeed is 140 knots for Category C aircraft. This speed limitation ensures the aircraft remains within the protected airspace during the circling maneuver. Category A (up to 91 knots), Category B (up to 120 knots), Category C (up to 140 knots), Category D (up to 165 knots), and Category E (up to 200 knots) each have specific speed limits for circling approaches.

5What is the primary difference between DA and DH on an instrument approach?

A.DA is for precision approaches; DH is for non-precision approaches

B.DA is a minimum expressed in MSL; DH is a minimum expressed in AGL above the touchdown zone elevation

C.DA is for military aircraft only; DH is for civilian aircraft

D.There is no difference; they are interchangeable terms

Explanation: Decision Altitude (DA) is a minimum expressed in feet MSL (Mean Sea Level) used on precision approaches. Decision Height (DH) is a minimum expressed in feet AGL (Above Ground Level) above the touchdown zone elevation, also used on precision approaches. When the pilot reaches DA/DH, they must have the required visual references to continue the approach to landing; otherwise, a missed approach must be executed immediately.

6What is the Visual Descent Point (VDP) on a non-precision approach?

A.The point where the aircraft must begin descent from cruise altitude

B.The point on a non-precision approach from which a normal descent from the MDA to the runway can be made at the appropriate visual descent angle

C.The point where the pilot must have the runway in sight

D.The point where GPS switches from en route to approach mode

Explanation: The Visual Descent Point (VDP) is a defined point on a non-precision approach from which a normal descent from the MDA (Minimum Descent Altitude) to the runway touchdown point can be commenced, provided the required visual references have been acquired. The VDP helps prevent unstable approaches and runway overshoots that can occur when pilots descend too late from the MDA.

7What are the criteria for a stabilized approach in IMC conditions?

A.Any approach where the pilot feels comfortable

B.Specific parameters including being on the correct flight path, requiring only minor corrections, and being at the appropriate speed and configuration by 1,000 feet above the airport

C.An approach where the aircraft is lined up with the runway by 500 feet AGL

D.Any approach flown with the autopilot engaged

Explanation: A stabilized approach requires the aircraft to be on the correct flight path, requiring only minor corrections; in the correct landing configuration; at the appropriate speed; and with the appropriate power setting. For IMC conditions, these criteria should be met by 1,000 feet above the airport elevation. If not stabilized, a go-around should be executed.

8How is the missed approach point (MAP) determined on an ILS approach?

A.At the decision altitude or height (DA/DH)

B.At the middle marker

C.At the outer marker

D.When the pilot loses sight of the runway

Explanation: On an ILS approach, the missed approach point is determined by reaching the Decision Altitude or Decision Height (DA/DH), not by a fix or marker. If the required visual references have not been established by the time the aircraft reaches DA/DH, the missed approach procedure must be initiated immediately. This differs from non-precision approaches where the MAP is typically a fix, navaid, or time.

9What determines the approach category for an aircraft?

A.The type of navigation equipment installed

B.The aircraft's certified maximum speed

C.The aircraft's approach speed (1.3 times Vso) at maximum certificated landing weight

D.The pilot's certificate rating

Explanation: Approach categories (A, B, C, D, E) are determined by the aircraft's approach speed, which is defined as 1.3 times the stall speed in landing configuration (Vso) at maximum certificated landing weight. Category A: up to 91 knots; Category B: 91-120 knots; Category C: 121-140 knots; Category D: 141-165 knots; Category E: 166 knots or more. The category determines the minimums and protected airspace for the approach.

10What is the purpose of the missed approach procedure?

A.To provide a way to abandon the approach if the runway is not visible

B.To provide obstacle clearance and a defined path to climb away from the airport if landing is not possible

C.To give ATC control of the aircraft after approach failure

D.To transition from IFR to VFR flight

Explanation: The missed approach procedure provides a pre-planned, obstacle-protected path for pilots to follow when a landing cannot be completed from an instrument approach. It includes a climb gradient, initial heading or track, and altitude to reach. The procedure ensures terrain and obstacle clearance during the transition from approach configuration to a climb, and provides a structured way to exit the approach environment for either another approach or diversion to an alternate.

About the CFII Exam

The CFII certificate allows flight instructors to teach instrument rating candidates and conduct instrument proficiency checks. The exam covers Fundamentals of Instruction (FOI), IFR regulations, weather theory, aircraft instruments, attitude instrument flying, and instrument procedures.

Questions

50 scored questions

Time Limit

2.5 hours

Passing Score

70%

Exam Fee

$175 (FAA / PSI)

CFII Exam Content Outline

20%

Fundamentals of Instruction (FOI)

Learning theory, teaching processes, effective communication, assessment techniques, and risk management principles

15%

IFR Regulations (14 CFR 61, 91)

Instrument rating requirements, currency requirements, flight review, equipment requirements, alternate airport minimums

15%

Weather Theory for IFR

Icing, thunderstorms, wind shear, fog formation, frontal weather, high altitude weather, weather charts

12%

Aircraft Instruments and Systems

Pitot-static systems, gyroscopic instruments, vacuum/electric systems, flight director, autopilot, GPS/RNAV

12%

Attitude Instrument Flying

Control and performance method, primary and supporting instruments, cross-check techniques, basic instrument maneuvers

10%

Instrument Approach Procedures

Precision and non-precision approaches, ILS components, approach minimums, circling approaches, missed approaches

ATC Procedures and Communications

IFR clearances, clearances void times, position reports, lost communications procedures, radar services

Navigation and Charts

IFR en route charts, approach plates, DME arcs, holding patterns, Victor airways, RNAV routes

How to Pass the CFII Exam

What You Need to Know

Passing score: 70%
Exam length: 50 questions
Time limit: 2.5 hours
Exam fee: $175

Keys to Passing

Complete 500+ practice questions
Score 80%+ consistently before scheduling
Focus on highest-weighted sections
Use our AI tutor for tough concepts

CFII Study Tips from Top Performers

1Review the Aviation Instructor's Handbook thoroughly - FOI concepts are 20% of the exam

2Study 14 CFR 61.195 to understand flight instructor limitations and endorsement privileges

3Master instrument approach procedures - know precision vs non-precision approaches

4Understand weather hazards specific to IFR - icing, thunderstorms, wind shear

5Practice teaching scenarios - the CFII exam tests your ability to instruct, not just fly IFR

6Complete at least 200 practice questions focusing on FOI and instrument instruction

Frequently Asked Questions

What can I do with a CFII certificate?

A CFII (Certified Flight Instructor - Instrument) can provide instrument training to pilots seeking an instrument rating, conduct instrument proficiency checks (IPC) for pilots who need to regain currency, and endorse student pilots and certificated pilots for instrument-related training and knowledge tests. The CFII certificate allows you to teach both ground school and flight training for the instrument rating.

What is the CFII exam pass rate?

The FAA CFII knowledge test has an estimated pass rate of 70-80% for first-time test-takers. The exam is challenging because it combines Fundamentals of Instruction (FOI) concepts with advanced instrument flight knowledge. With thorough preparation using 200+ practice questions and understanding the instructional methodology, you can improve your chances of passing on the first attempt.

How many questions are on the CFII exam?

The CFII knowledge test contains 50 multiple-choice questions. You have 2.5 hours to complete the exam and need 70% (35 correct answers) to pass. The questions cover FOI principles (about 10 questions), IFR regulations, weather theory, aircraft instruments, attitude instrument flying, and instrument procedures.

Do I need to take the FOI test again for CFII?

If you already hold a CFI certificate, you do not need to retake the Fundamentals of Instruction (FOI) knowledge test for the CFII. The FOI test results are valid for 24 calendar months from the month you take the test. If your FOI test is still valid when you apply for the CFII certificate, you only need to pass the Flight Instructor Instrument (FII) knowledge test.

How long should I study for the CFII exam?

Plan for 40-60 hours of dedicated study over 2-4 weeks. The CFII exam requires knowledge of both instructional methodology (FOI) and advanced instrument flight concepts. Review the Aviation Instructor's Handbook, Instrument Flying Handbook, and complete at least 200 practice questions. Aim for 85%+ consistently on practice tests before scheduling your exam.

What topics are covered on the CFII exam?

The CFII exam covers: 1) Fundamentals of Instruction (20%) - learning theory, teaching processes, assessment; 2) IFR Regulations (15%) - Part 61 and 91 requirements; 3) Weather Theory (15%) - icing, thunderstorms, wind shear; 4) Aircraft Instruments (12%) - pitot-static, gyros, GPS; 5) Attitude Instrument Flying (12%) - control and performance method; 6) Instrument Approaches (10%) - ILS, approaches, minimums; 7) ATC Procedures (8%) - clearances, lost comms; 8) Navigation (8%) - charts, holding patterns.