Pretty confident on most of them, except for the ones the FAA is trying to be tricky on.

Like #4 and #8, I know what the answers should be and how I would answer them on an oral exam or something, but with the answers they give, it doesn't quite fit.  Or maybe I'm getting a little rusty on a few things here too.

Yeah.. the tricky questions end up being even more ambiguous, once you start flying IFR..  There are some subtle differences between what would pass a written, and what actually happens. But you gotta have black and white rules for the learning part. And just like the PPL itself; passing the written, oral, and checkride .. are really just permissions to REALLY start learning.

However.. you'd think by NOW.. the FAA (typical governmenrt agency) would have come up with a more practical set of questions. Even the darn FAR/AIM is a bunch of red-tape, bureaucratic gobbly-goop. I've sat in on hangar talk sessions (FAR/AIM in hand) where an experienced pilot, a CFI, and an aviation attorney couldn't all agree on what the 'rules' say.

Oh, #4, 6, and 8 really aren't that tough, fellas.  It clearly states the definition in the FAR/AIM almost word for word with the correct answer.

Well, I guess we've got no takers on this one, but here are the answers for all that are interested. Even you instrument-type pilots may want to look over questions 4 and 8 as they can be a bit tricky:

1
C - False horizons can be made by a number of different conditions, but they all tend to make the pilot think the aircraft is in banked flight when it is actually level. This effect is probably more likely to catch a VFR pilot by surprise. It is important to cross reference your instruments in this situation to determine where level actually is. Autokinesis occurs usually at night when a stationary object, such as a star, appears to be moving. I honestly don't remember what elevator illusion is.

2
B - DME reports your slant range in nautical miles to the station. When directly overhead, it will read your altitude. At 6,000 ft AGL, you would be 1 NM above the station. 1.3 is incorrect because the DME does not read in statue miles.

3
B - Stable air means that the atmosphere tends to resist vertical air movement. This usually results in stratiform clouds (clouds that are like blankets or layers) and poor visibility. Cumulus clouds (clouds that are puffy like cotton balls) and good visibility are characteristic of unstable air.

4
A - I chose this question to illustrate how little the Minimum Enroute Altitude (MEA) actually buys you. The only two things you are guaranteed to get at the MEA is navigation signal and obstacle clearance. There is no assurance that you will have two-way radio communication or radar coverage at the MEA. Though rare, even with modern radars and radios, you can still get yourself into such situations in mountainous and unpopulated areas like Montana and the Dakotas.

5
B - The instrument that tells you your rate of turn is the turn coordinator. Therefore, when established in a standard-rate turn, the turn coordinate is the primary source to tell you if you need to increase or decrease your bank. The attitude indicator is primary when establishing the bank and becomes a supporting instrument once established in the turn. The heading indicator is a supporting instrument and lets you know when you need to start rolling out of the turn.

6
C - You can consider the station as passed when the TO/FROM flag reverses. This is used because it works regardless of your altitude and works even if you don't directly over fly the station (it will switch when you pass abeam). Indications resulting from the cone of confusion should not be used because the size of the cone depends on altitude or you may never enter the cone if you do not directly overfly the station.

7
C - Since you are not cleared for the approach yet, you are not permitted to turn onto the localizer and start the approach. Sometimes ATC gets swamped or overlooks you, so you should give them a gentle nudge rather than waiting for them to realize their error (possibly after you've flown into a mountain)

8
C - I chose this question to illustrate the point that you can fly in Instrument Meteorological Conditions (IMC) without a flight plan if you are in uncontrolled, Class G, airspace. Because it is uncontrolled, ATC cannot and will not offer you IFR services. This clause allows for operations from uncontrolled airports in IMC by allowing you to transition through the uncontrolled airspace and pick up a clearance before entering controlled airspace. B is incorrect because, while you do need to be on a flight plan in defense zone airspace, it is a defense flight plan that is required, not an instrument flight plan.

9
A - 'Resume own navigation' means that ATC is done giving you vectors and that you are to continue along your planned route using your own navigation equipment. If radar services are terminated, ATC will explicitly say 'radar service is terminated'. I don't recall any situation where ATC would require position reports if they have radar contact, but if there were such a situation, they'd explicitly ask for that.

10
A - If the runway environment is not in sight at the Decision Height (DH) on an ILS, you are required to execute an immediate missed approach. B is incorrect because the Minimum Descent Altitude (MDA) is used if the glideslope is out of service, and is always higher than the DH. C is incorrect because you are not permitted to descend below the DH unless the runway environment is in sight.