Last assigned altitude, altitude ATC has advised to expect, or the MEA, whichever is highest
An altitude that is at least 1,000 feet above the highest obstacle along the route
A VFR altitude that is above the MEA for each leg.
At the EFC time, if this is within plus or minus 3 minutes of the flight plan ETA as amended by ATC.
At flight plan ETA as amended by ATC
At the EFC time as amended by ATC.
Ignoring or overcoming the sensations of muscles and inner ear
Eyes are moved often in the process of cross-checking the flight instruments.
Body sensations are used to interpret flight attitudes
Upon arrival at any initial approach fix for the instrument approach procedure but not before the flight plan ETA as amended by ATC.
Upon arrival at the holding fix depicted on the instrument approach procedure at the corrected ETA, plus or minus 3 minutes.
At the primary initial approach fix for the instrument approach procedure at the ETA shown on the flight plan or the EFC time, whichever is later
Operating at high airspeeds.
Using high power settings
Closer to the runway than it actually is.
Farther from the runway than it actually is.
The same distance from the runway as when there is no restriction to visibility.
Inward, upward, and around the wingtip.
Counterclockwise when viewed from behind the aircraft.
Outward, upward, and around the wingtip.
Insufficient oxygen reaching the brain.
Excessive carbon dioxide in the bloodstream.
Limited oxygen reaching the heart muscles.
Fly directly to the next point shown on the IFR flight plan and continue the flight.
Squawk 7700 and climb to VFR on Top.
Fly directly to a fix, route, or airway specified in the vector clearance.
Prior to the point where the jet touched down.
Beyond the point where the jet touched down.
At the point where the jet touched down and on the upwind edge of the runway.
Ground lighting illusion.
50 feet or less to another aircraft.
500 feet or less to another aircraft.
1,000 feet or less to another aircraft.
The percentage of nitrogen in the air is increased.
The percentage of nitrogen in the air is decreased.
Oxygen partial pressure is decreased.
Looking outside for 15 seconds, then inside for 5 seconds, then repeat.
1 minute inside scanning, then 1 minute outside scanning, then repeat.
Looking outside every 30 seconds except in radar contact when outside scanning is unnecessary.
Below the established glidepath and slightly to either side of the on-course centerline.
On the established glidepath and on the approach course centerline or runway centerline extended.
Above the established glidepath and slightly downwind of the on-course centerline.
Lift off at a point well past the jet airplane's flightpath.
Climb above and stay upwind of the jet airplane's flightpath.
Remain below the flightpath of the jet airplane.
When collision with another aircraft is imminent.
If the aircraft altitude is noted to be in close proximity to the surface or an obstacle.
When weather conditions are extreme and wind shear or large hail is in the vicinity.
When the fuel supply becomes less than that required for IFR.
If the remaining fuel suggests a need for traffic or landing priority.
If the remaining fuel precludes any undue delay.
Light and variable.
Continue on the route specified in the clearance and fly the highest of the following: the last assigned altitude, altitude ATC has informed the pilot to expect, or to the MEA.
Descend to MEA and, if clear of clouds, procceed to the nearest appropriate airport. If not clear of clouds, maintain the highest of the MEAs along the clearance route.
Fly the most direct route to the destination, maintaining the last assigned altitude or MEA, whichever is higher.
Excessive carbon dioxide in the atmosphere.
An increase in nitrogen content of the air at high altitudes.
A decrease of oxygen partial pressure.
Traffic priority is needed to the destination airport.
Emergency handling is required to the nearest suitable airport.
Advisory that indicates an emergency situaion is possible should an undue delay occur.