Truths: 
Both control both 
False. Maneuvering Speed decreases as weight decreases 
False. As altitude increases, Vy decreases 
False. As altitude increases, Vx increases 
False. With flaps and/or gear down, Vx and Vy are both lower 
False. Most single-engine piston aircraft will reduce airspeed and start climbing with a power increase and gain airspeed and start descending with a power decrease. It depends on tail structure and engine placement. 
False. Propeller slipstream wash change affects trim. 
False. Paint can severely change control balance, flutter resistance, and can cause a bad day 
False. Aircraft loaded aft of CG limit may still be trimmed for level flight, but has other problems including negative static stability 
False. An aircraft will lose groundspeed, not airspeed, when turned downwind. 
False. Carrying extra speed on final may not be a good idea as the aircraft will float longer as compared to being at Vref. If the pilot forces the aircraft to land, wheelbarrowing, bouncing, ballooning, and porpoising, and loss of directional control may result 
False. With flaps down, the stalling angle of attack is lower, and stalls will start at outboard flap edge, not wing root. 
False. Using ailerons to recover from a wing drop in a stall can cause a spin due to adverse yaw. 
False. Wing dihedral causes an aircraft to roll away from a slip and does nothing to correct a coordinated shallow turn 
Many CFIs do not understand the above. Students can use the above list for selecting a CFI. 
Wake Turbulence: A Twin Otter can roll a Piper Arrow. A B737 can roll a B737. A &amp;lsquo;Heavy&amp;rsquo; airliner can force a light aircraft out of the sky from 1000&amp;rsquo; AGL. Refer to NTSB report LAX00LA035 for more examples.