High density altitude which increases the indicated stall speed
Turbulence which causes an increase in stall speed
Turbulence which causes a decreases in stall speed
Center of gravity moves aft
Center of gravity moves forward
Elevator trim is adjusted nosedown
End of runway at departure end
A pilot should remain clear of an airport traffic pattern and continue circling
Obstructions or areas considered hazardous to aerial navigation
Excessive induced drag will result in structural failure
Design limit load factors may be exceeded, if gusts are encountered
Control effectiveness is so impaired that the aircraft becomes uncontrollable
Extending the takeoff roll and not rotating until well beyond the jet's rotation point.
Being airborne prior to reaching the jet's flight plan until able to turn clear or its wake.
Maintain extra speed on take-off and climbout.
Transmit code H on 121.5
Append the code PAPA to the aircraft call sign during all radio transmissions.
Set codes 7500 on the aircraft transponder.
Maintaining a safe airspeed.
Landing directly into the wind.
Turning back to the takeoff field.
Climbing or descending to assigned altitudes.
Experiencing any malfunctions of navigational, approach, or communications equipment, occurring in flight.
Requested to contact a new controlling facility.
A tailwind shears to a headwind causes the airplane to pitch down.
A headwind which shears to a tailwind causes the airplane to pitch up.
A headwind shears to a tailwind causes an initial decrease in airspeed.
The miniature aircraft would indicate a descent.
The miniature aircraft would indicate a climb.
It depends on whether the altitude indicator is an electric or vacuum type.
No precession characteristic is evident unless a force.
Not recommended because of excess time involved in its proper utilization.
Discouraged because of possible failure of the cockpit lightning system.
Required by regulations to prevent reliance upon memorized procedures.
The primary hazard is loss of control because of induced roll.
The greatest vortex strength is produced when the generating airline is heavy, clean and fast.
Vortex generation begins with the initiation of the takeoff roll.
Rely upon radio as the primary method of navigation.
Apply rule-of-thumb computations, estimates, and other appropriate shortcuts to divert to the new course as soon as possible.
Climb to a higher altitude because it will easier to identify checkpoints.
Slow your airspeed to VA and maintain altitude and course.
Make sure you are slightly above patch of the jet.
Make sure you are slightly below the patch of the jet and perpendicular to the course.
Take whatever action is necessary to avoid collision.
Expect the other pilot to give way as required by regulations.
Wait until ATC issues a new heading altitude that will ensure adequate separation.
Approximately 500 feet prior to the point where the jet touched down.
At the point where the jet touched down, or just prior to this point.
Past the point where the jet touched down.
Refrain from using brakes because the wheels will lock and cause uncontrollable skidding.
Apply breaks firmly and immediately upon runway contact to establish a squeegee or drying action of the tires against the runway surface and use differential braking.
Apply moderate braking after wheels have had ample time to spin up. If a skid develops, release completely and apply moderate differential braking.
Stay well below its final approach flightpath and land at least 2,000 feet behind.
Stay below and to one side of its final approach flightpath.
Stay above its final approach flightpath all the way to touchdown.
Start descent to suitable landing area.
Close throttle of affected engine.
General switch (affected engine) -Off
Increase the airspeed slightly above normal approach speed to attain more positive control.
Decrease the airspeed slightly below normal approach speed to prevent overshooting the landing area.
Increase the airspeed slightly above normal speed to penetrate the turbulence as quickly as possible.
There will be no apparent relative motion between your aircraft and the other aircraft.
The other aircraft will always appear to get larger and closer at a rapid rate.
The nose of each aircraft is pointed at the same print in space.
Reduce power, correct the bank attitude, and raise the nose to a level attitude.
Reduce power, raise the nose to level attitude, and correct the bank attitude.
Increase pitch attitude, reduce power, and level wings.
Set power for recommended turbulence airspeed and attempt to maintain a level flight attitude.
The pilot should reverse aircraft heading or proceed toward an area of known VFR conditions.
Reduce airspeed to manuevering speed and thereafter maintain a constant altitude.
A power-on approach and power-on landing
A power-off approach and power-on landing
A power-on approach and power-off landing