Answer:
You need atleast a third class medical to recieve your Private Pilot certificate.

Answer:
6A2 is in class G airspace.  In order to fly in class G airspace, you must be clear of clouds and have atleast 1 mile visibility. 

Answer:
Yes, given that you recieved all your training in a single-engine, non-high performance, non-complex, land airplane, you are able to fly any plane that fits this criteria. 

Answer:
The maximum speed you can taxi is the maximum speed in which, if your brakes were to go out, you could safely stop without hitting anything. 

Answer:
Using a croswind component graph, you find that the crosswind component is around 15 knots for runway 32.  Even though the plane is capable of taking off from runway 32 in this wind, you are not signed off to be able to; you cannot use this runway until the wind changes direction or decreases in speed.  There is more than a 90 degree different between the wind and runway 14, meaning that the wind would be coming from behind a plane using 14.  Since a pilot should take off into the wind, he shouldn't use runway 14.  Unfortunately, given the wind, you would not be able to take off from this runway in either direction. 

Answer:
Avgas has a blue tint to it, and Jet-A is clear.

Answer:
Start on the fullest tank.  An hour into the flight, switch tanks.  An hour after you switched tanks, switch back to the first tank.  After switching tanks twice in flight, switch tanks every thirty minutes. 

Answer:

When facing a head-on collision, both aircraft should turn towards the right.  However, if one of the aircrafts does not turn toward the right, the other should make whatever position change is necessary to prevent the collision.  

Remember: Think in 3-D.  If you are not able to avoid the aircraft by turning left or right, diving may be your best option.  

Answer:
It is important to know that all systems of the aircraft are working before flight, and if any are not, to ensure they are fixed before takeoff.  It is not possible to "pull-over" in flight to fix a problem. 

Answer:
experimental, utility, normal, acrobatic

Answer:
Light gun signals are used when a pilot loses his radio at a controlled field. 

Answer:
1. Reduce power.
2. Slow to descent speed.
3. Let the nose come down.
4. Use pitch and power to control airspeed.

Answer:
ash-less dispersant

Answer:
Come in 5 knots faster than a full flap landing.  Fly the plane down to the runway.  Raise the nose to be level 1-3 feet above the runway.  Wait for the plane to slow down and start to sink.  Raise the nose as the plane starts to sink.  Use pitch and power to settle gently onto the runway. 

Answer:
Rollout onto the runway holding the nose high with the flaps set for a short field take-off.  Agressively add power, but keep the plane rolling.  Stagger off the runway as soon as possible.  As soon as airborne, lower the nose to fly one to two feet above the runway, and accelerate to Vx.  Climb at Vx until you are clear of obstacles.  Lower the nose, and accelerate to Vy, reducing flaps to 0 as speed permits. 

Answer:
1. Continue downwind to cardinal point (top of "T" made by both base legs and final). 
2. Reduce power.
3. Add one knotch of flaps.
4. Turn base.
5. Add second knotch of flaps.
6. Turn final.  You should be high, and you will need to gauge your descent.
7. Add full flaps.
8. Slow to the short final speed specific for your aircraft (for FlyBoys' Archer and 172 this is 65 knots).
9. Adjust pitch and power to maintain a steep descent at short final speed.
10. Once clear of obstacles, adjust pitch and power for landing. 
11. Flare hard.
12. Apply maximum brakes upon touchdown.
13. Remove flaps. 

Answer:
"Touchdown should be made at lowest possible speed. Fly a stabilized approach. Touchdown should occur gently in a nose-high attitude. Maintain yoke backpressure to hold the nose wheel off the runway as long as possible." - Randy Mcknight

Answer:
Turn around.  Find a runway that, by the time you land, you will still be 15 miles away from the storm, which generally moves at 20-25 miles an hour. 

Answer:
A Land and Hold Short Opporation is a procedure depicted in the Airport Facilities Directory and requires the pilot to follow the directions as stated,  generally, to land and stop before a specific point on the runway.  This is generally used when there are intersecting runways of which both are in use at a given time. 
If ATC asks you to land and hold short at a point, you must have the written land and hold short information, and know that you are capable of complying.  Otherwise, state, "unable."  If you are a student pilot, state, "unable - student pilot."  If you do not have the information, are not capable of following the information, or are a student pilot, you are unable to Land and Hold Short. 

Answer:

Entering:
Reduce power while holding altitude and slowing down.  When speed drops below 100, start adding flaps, one knotch at a time.  When speed drops to 65, pull power to idle, and momentarily enter a 500 ft per minute descent.  Gradually bring the nose up until buffeting.  Annonce stall on in-plane intercom. 

Exiting:
Add full power, and lower nose.  Remove one knotch of flaps.  When speed reaches 70 knots, remove the last two knotches of flaps, one at a time. 

Answer:

Take-off:
Make sure the plane is airborne over a point of the runway prior to the point of the runway at which the jet's main tires left the runway.  Then, turn into the wind because wing-tip vortasies travel with the wind. 

Landing:
Touch-down on a point of the runway after the point at which the main tires of the jet touched-down. 

Answer:
A spin is when the plane is stalled, and one wing is more fully stalled than the other one.  The nose will be pointed down, and the wing that is less fully stalled will still have lift.  Therefore, a spin will generate around the fuselage. 

The first three steps to exit a spin are done simultaneously.
1. Neutralized the ailerons.
2. power to idle
3. opposite rudder from the direction of spin
Then:
4. Push the yoke forward abruptly to eliminate the stall.
Now:
5: Slowly raise the nose to fly back to straight and level.

Answer:
"Pilot Flying" (new term for pilot/pilot-in-command) says "You have the controls." to "Pilot Monitoring" (new term for co-pilot).
"Pilot Monitoring" says "I have the controls." to "Pilot Flying".
Former "Pilot Flying" (now "Pilot Monitoring") says "You have the controls." to former "Pilot Monitoring" (now "Pilot Flying").
Former "Pilot Flying" visually confirms that the former "Pilot Monitoring" is now flying the aircraft. 

OR

"Pilot Monitoring" says "I have the controls." to "Pilot Flying".
"Pilot Flying" says "You have the controls." to "Pilot Monitoring".
 Former "Pilot Monitoring" says"I have the controls." former "Pilot Flying".
Former "Pilot Flying" visually confirms that the former "Pilot Monitoring" is now flying the aircraft. 

Answer:
"The 5 Ps consist of “the Plan, the Plane, the Pilot, the Passengers, and the Programming.” All of these are important for aeronautical decision-making and safety." - Jim Bellinger

Note: While all orders of the 5 P's are correct, FlyBoys prefers "Pilot, Passengers, Plane, Programming, Plan" because that is the order the FAA uses. 

Answer:
"Aeronautical decision-making (ADM) is decision-making in a unique environment—aviation. It is a systematic approach to the mental process used by pilots to consistently determine the best course of action in response to a given set of circumstances. It is what a pilot intends to do based on the latest information he or she has." - Jim Bellinger

Answer:
"I: Illness - Do I have an illness or any symptoms of an illness?
M: Medication - Have I been taking prescription or over-the-counter drugs?
S: Stress - Am I under psychological pressure from the job? Worried about financial matters, health problems or family discord?
A: Alcohol - Have I been drinking within eight hours? Within 24 hours?
F: Fatigue - Am I tired and not adequately rested?
E: Eating - Am I adequately nourished?"
- Jim Bellinger

Note: This response has been slightly edited from its original format.  No content, word choice, etc. has been changed; it has simply been modified to allow easier viewing on the webpage. 

Answer:
"A good night cross country checkpoint is something on the ground that you can see very easily: i.e. cities, major highways, other airports with lights." - Anonymous

Answer:

"3 clicks low, 5 clicks med, 7 clicks high, griffin is 6 on and 6 off" - compliments to person who sent in their answer to the question

Answer:

The mag check is designed to make sure that each individual magneto and each set of spark plugs are working correctly.

Answer:

If you are suspected of cheating, the FAA will investigate to determine if cheating or unauthorized conduct has occurred. If they determine you have cheated or engaged in unauthorized conduct, any airman's certificate or rating you hold may be revoked, and you will be prohibited from applying or taking any tests for a certificate under 14 CFR part 65 for one year. 

Answer:

Pull power back to 2000 rpms. Land as soon as practical (the nearest airport that you can have a mechanic look at the plane within reason - you have about 10 minutes before you need to land). 

Answer:

Continue cranking the plane for thirty seconds.  If the engine starts, pull the mixture all the out, turn the fuel cut-off to off, and have a mechanic look at the plane.  If it doesn't start within thirty seconds, turn the fuel cut-off to off, get out of the plane, and use a fire extinguisher on the fire.  

Answer:

"Declare an emergency. Assuming you are turning a left downwind, mixture idle cutoff, crack the cabin doors, shutoff master, pull 20 degrees of flaps and slip the plane toward the runway." - Anonymous

Answer:
Make a normal landing when it is practical.  Since the latch is broken, don't try to close the door.