### Q51: A pilot transmits the following to ATC: "We are landing at 10:45. Please order us a taxi." What type of message is this? ^t90q51 - A) It is an urgency message. - B) It is a message relating to the regularity of flights. - C) It is a service message. - D) It is an inadmissible message. **Correct: D)** > **Explanation:** ATC frequencies are reserved exclusively for aeronautical communications related to flight safety, urgency, and operational matters. Ordering a ground taxi is a personal service request that has no place on an aviation frequency — it is therefore an inadmissible message. Options A, B, and C incorrectly categorise this personal request within legitimate message types. ### Q52: You are flying VFR and have received ATC clearance to enter Class C airspace to land. Shortly after entering, your radio fails. What do you do if no other special provisions apply? ^t90q52 - A) You set the transponder to code 7600, continue in accordance with the last clearance and follow light signals from the control tower. - B) By virtue of the clearance issued, you have the right to fly in Class C airspace and land there. You only need to set the transponder to code 7700. - C) You must head to the alternate aerodrome by the most direct route and set the transponder to code 7000. - D) Regardless of the clearance obtained, you are no longer authorized to fly in this airspace. You set the transponder to code 7600, leave the airspace as quickly as possible and land at the nearest suitable aerodrome. **Correct: D)** > **Explanation:** For VFR flights, radio communication is mandatory in Class C airspace. When radio fails, the previous clearance is insufficient — the pilot must squawk 7600 (radio failure), leave the controlled airspace by the shortest route, and land at the nearest suitable aerodrome. Option A is wrong because VFR flights cannot simply continue on the last clearance. Option B incorrectly uses code 7700 (emergency, not radio failure). Option C uses code 7000 (VFR conspicuity), not the radio failure code. ### Q53: Through which service can you obtain routine aviation meteorological observations (METAR) for several airports while in flight? ^t90q53 - A) Via SIGMET. - B) Via AIRMET. - C) Via GAMET. - D) Via VOLMET. **Correct: D)** > **Explanation:** VOLMET is the continuous radio broadcast service providing METARs and TAFs for a series of aerodromes, allowing pilots in flight to receive current weather observations. Option A (SIGMET) reports significant meteorological phenomena hazardous to all aircraft. Option B (AIRMET) warns of weather hazards relevant to low-level flights. Option C (GAMET) provides area forecasts for low-level operations. None of these broadcast routine aerodrome observations like VOLMET does. ### Q54: What does the abbreviation QNH mean? ^t90q54 - A) The atmospheric pressure at aerodrome level (or at the runway threshold). - B) The atmospheric pressure measured at the highest obstacle on the aerodrome. - C) The altimeter setting required to read the aerodrome elevation when on the ground. - D) The atmospheric pressure measured at a point on the Earth's surface. **Correct: C)** > **Explanation:** QNH is the altimeter sub-scale setting that, when applied, causes the altimeter to read the aerodrome elevation above mean sea level when on the ground. It is a corrected pressure value, not a direct pressure measurement. Option A describes QFE (pressure at aerodrome level). Option B is not a standard altimetry term. Option D is too generic and does not specifically describe QNH. ### Q55: What does the abbreviation QDM mean? ^t90q55 - A) True heading to steer to reach the radio beacon (nil wind). - B) True bearing from the radio beacon. - C) Magnetic bearing from the radio beacon. - D) Magnetic heading to steer to reach the radio beacon (nil wind). **Correct: D)** > **Explanation:** QDM is the magnetic heading to steer (in nil-wind conditions) to fly directly to the radio station. Option A describes QUJ (true heading to station). Option B describes QTE (true bearing from station). Option C describes QDR (magnetic bearing from station). The Q-code system uses these distinct abbreviations to prevent confusion between bearings, headings, true, and magnetic references. ### Q56: How many times must the radiotelephony distress signal (MAYDAY) or the urgency signal (PAN PAN) be spoken? ^t90q56 - A) Twice. - B) Four times. - C) Three times. - D) Once. **Correct: C)** > **Explanation:** Both the distress signal ("MAYDAY MAYDAY MAYDAY") and the urgency signal ("PAN PAN PAN PAN PAN PAN") require the key phrase to be spoken three times. This repetition ensures the nature and priority of the message is clearly recognised even in poor radio conditions or with partial interference. Options A, B, and D specify incorrect repetition counts. ### Q57: What information should, where possible, be included in an urgency message? ^t90q57 - A) The identification of the aircraft, its position and level, the nature of the emergency, the assistance required. - B) The identification of the aircraft, the departure aerodrome, the position, level and heading of the aircraft. - C) The identification and type of aircraft, the nature of the emergency, the intentions of the flight crew, and the position, level and heading of the aircraft. - D) The identification and type of aircraft, the assistance required, the route, the destination aerodrome. **Correct: C)** > **Explanation:** An urgency message (PAN PAN) should contain: identification and type of aircraft, the nature of the emergency, the crew's intentions, and position/level/heading information — enabling ATC to provide effective assistance. Option A omits aircraft type and crew intentions. Option B omits the nature of the emergency and crew intentions. Option D includes route and destination, which are flight plan data rather than urgency-specific information. ### Q58: What is the correct priority order for messages in the aeronautical mobile service? ^t90q58 - A) 1. Distress messages, 2. Flight safety messages, 3. Urgency messages. - B) 1. Flight safety messages, 2. Distress messages, 3. Urgency messages. - C) 1. Urgency messages, 2. Distress messages, 3. Flight safety messages. - D) 1. Distress messages, 2. Urgency messages, 3. Flight safety messages. **Correct: D)** > **Explanation:** The ICAO message priority order is: (1) Distress (MAYDAY) — grave and imminent danger, (2) Urgency (PAN PAN) — serious but not immediately life-threatening, (3) Flight safety messages — ATC clearances and instructions. Options A, B, and C all place these categories in an incorrect order. Distress always takes absolute precedence. ### Q59: How are the letters BAFO spelled using the ICAO phonetic alphabet? ^t90q59 - A) BRAVO ALPHA FOXTROT OSCAR - B) BETA ALPHA FOXTROT OSCAR - C) BRAVO ANNA FOX OSCAR - D) BRAVO ALPHA FOXTROT OTTO **Correct: A)** > **Explanation:** Using the ICAO phonetic alphabet: B = Bravo, A = Alpha, F = Foxtrot, O = Oscar. Option B uses "Beta" (Greek alphabet, not ICAO). Option C uses "Anna" and "Fox" (non-standard local variants). Option D uses "Otto" (a German non-standard alternative for O). Only option A uses the correct ICAO phonetic words for all four letters. ### Q60: You are flying your aircraft on a north-easterly heading at 2,500 feet. How do you reply when ATC asks for your position? ^t90q60 - A) Heading 045 at flight level 25. - B) 045 degrees and 2,500 feet. - C) Heading 45 at 2,500 feet. - D) Heading 045 at 2,500 feet. **Correct: D)** > **Explanation:** The correct format is "Heading" followed by three digits (always three — "045" not "45"), then the altitude in feet when below the transition altitude. Option A incorrectly uses flight level (FL 25 = 2,500 ft on standard pressure), which is only used above the transition altitude. Option B uses "degrees" and "and," which are not standard phraseology. Option C uses only two digits for the heading instead of the required three. ### Q61: Which frequency range allows radio waves to travel the greatest distance? ^t90q61 - A) UHF - B) VHF - C) LW - D) MW **Correct: C)** > **Explanation:** Long waves (LW / LF band) travel the greatest distance because they diffract around the curvature of the Earth via ground wave propagation, allowing reception well beyond line-of-sight. Options A (UHF) and B (VHF) are limited to line-of-sight range, which depends on altitude and terrain. Option D (MW / medium wave) has an intermediate range — better than VHF but less than LW. Aviation primarily uses VHF for its clarity, despite the range limitation. ### Q62: What abbreviation designates the universal time system used by air navigation services? ^t90q62 - A) LMT - B) GMT - C) UTC - D) LT **Correct: C)** > **Explanation:** UTC (Coordinated Universal Time) is the official time standard adopted by ICAO for all aeronautical communications, flight plans, and publications. Option B (GMT) is historically similar but not the official ICAO designation. Option A (LMT — Local Mean Time) and Option D (LT — Local Time) are not used in official aeronautical communications because they vary by location. ### Q63: According to ICAO, what is the recommended speaking rate for radio communications? ^t90q63 - A) 200 words/minute. - B) 50 words/minute. - C) 100 words/minute. - D) 150 words/minute. **Correct: C)** > **Explanation:** ICAO recommends approximately 100 words per minute for radio communications — a moderate pace that ensures intelligibility, especially for non-native English speakers and in degraded radio conditions. Option A (200 words/minute) is far too fast for clear understanding. Option B (50 words/minute) is unnecessarily slow and would waste frequency time. Option D (150 words/minute) is above the recommended rate. ### Q64: Which statement concerning radiotelephony in the aeronautical mobile service is correct? ^t90q64 - A) In communications with ATC, use exclusively ICAO standard phraseology. Plain language is only permitted at uncontrolled aerodromes. - B) It does not matter whether ICAO standard phraseology or plain language is used, provided the message is understandable. - C) In principle, use plain language as it is most understandable. Standard phraseology may only be used in connection with ATC clearances. - D) ICAO standard phraseology should in principle be used to avoid misunderstandings. Plain language is to be used only in situations for which there is no corresponding standard phraseology. **Correct: D)** > **Explanation:** ICAO standard phraseology is the default for all radiotelephony, minimising misunderstanding risk in multilingual environments. Plain language is permitted only when no standard phrase exists for the situation. Option A is too rigid — plain language is not limited to uncontrolled aerodromes. Option B is dangerous — standardised terminology exists precisely because "understandable" is subjective. Option C reverses the principle, incorrectly making plain language the default. ### Q65: What is the correct English term for "service d'information de vol d'aérodrome"? ^t90q65 - A) FLIGHT INFORMATION SERVICE - B) AIRPORT TRAFFIC INFORMATION SERVICE - C) AERODROME FLIGHT INFORMATION SERVICE - D) AERODROME INFORMATION SERVICE **Correct: C)** > **Explanation:** AFIS (Aerodrome Flight Information Service) is the flight information service specific to an aerodrome, providing pilots with information about aerodrome conditions and known traffic without issuing clearances. Option A (Flight Information Service) is the broader regional FIS, not aerodrome-specific. Option B uses "Airport Traffic," which is not the official ICAO term. Option D omits "Flight," which is a key part of the official designation. ### Q66: What is the correct abbreviated call sign for an aircraft with the full call sign AB-CDE? ^t90q66 - A) DE - B) A-DE - C) CDE - D) AB-DE **Correct: B)** > **Explanation:** The ICAO abbreviation rule retains the first character (nationality prefix) and the last two characters: AB-CDE becomes A-DE. Option A omits the nationality prefix entirely. Option C takes the last three characters without the nationality prefix. Option D retains the full two-character nationality prefix, which is not the standard abbreviation method — only the first character is kept. ### Q67: When is a pilot permitted to use an abbreviated call sign? ^t90q67 - A) At any time provided there is no risk of confusion. - B) Never. Only the air navigation service has the right to abbreviate the call sign. - C) If the ground station communicates in this way. - D) After the first call. **Correct: C)** > **Explanation:** A pilot may abbreviate their call sign only after the ground station has initiated the abbreviation. The ground station takes the lead because it can verify there are no similar call signs on frequency. Option A is wrong because the pilot cannot self-determine the risk of confusion. Option B is incorrect because both parties may use the abbreviated form, not just ATC. Option D is wrong because abbreviation requires ATC initiative, not simply having completed the first call. ### Q68: Which instructions and information must always be read back? ^t90q68 - A) Surface wind, visibility, temperature, runway in use, altimeter settings, heading and speed instructions. - B) Runway in use, altimeter settings, SSR codes, level instructions, heading and speed instructions. - C) Runway in use, visibility, surface wind, heading instructions, altimeter settings. - D) Surface wind, runway in use, altimeter settings, level instructions, SSR codes. **Correct: B)** > **Explanation:** The mandatory readback items under ICAO/EASA are: runway in use, altimeter settings, SSR (transponder) codes, level (altitude/flight level) instructions, and heading and speed instructions. Options A, C, and D all include surface wind and/or visibility, which are advisory information that do not require readback — they are acknowledged with "Roger." ### Q69: What does the instruction "Squawk ident" mean? ^t90q69 - A) You have been identified by radar. - B) You must re-enter the transponder code that has been assigned to you. - C) You must press the "IDENT" button on your transponder. - D) You must make a turn to identify yourself. **Correct: C)** > **Explanation:** "Squawk ident" instructs the pilot to press the IDENT button on their transponder, which generates a distinct enhanced signal on the controller's radar display to help identify the specific aircraft among surrounding traffic. Option A describes the controller's confirmation after identification. Option B would be "Squawk [code]" or "Recycle." Option D describes a radar identification turn, which is a different procedure. ### Q70: How does a pilot end the readback of an ATC clearance? ^t90q70 - A) With "WILCO". - B) With the call sign of the ATC ground station. - C) With the call sign of their aircraft. - D) With "ROGER". **Correct: C)** > **Explanation:** Every readback of an ATC clearance must end with the aircraft's own call sign, confirming unambiguously which aircraft has received and correctly repeated the clearance. Option A ("Wilco") may appear in a response but does not replace the call sign requirement. Option B (ground station call sign) is incorrect — the readback ends with the aircraft's identification. Option D ("Roger") only acknowledges receipt and does not identify the aircraft. ### Q71: In which category are messages from an aircraft in a state of serious and/or imminent danger requiring immediate assistance classified? ^t90q71 - A) Messages concerning flight safety. - B) Urgency messages. - C) Distress messages. - D) Messages concerning flight regularity. **Correct: C)** > **Explanation:** An aircraft facing grave and imminent danger requiring immediate assistance transmits distress messages (MAYDAY), the highest priority category in aeronautical communications. Option A (flight safety messages) covers ATC instructions and clearances. Option B (urgency messages) covers serious but not immediately life-threatening situations. Option D (regularity messages) covers administrative operational communications. ### Q72: From what point may an aircraft use its abbreviated callsign? ^t90q72 - A) When the aeronautical station has used the abbreviated callsign when addressing the aircraft. - B) Once communication is well established. - C) In case of heavy traffic. - D) When there is no possibility of confusion. **Correct: B)** > **Explanation:** An aircraft may use its abbreviated callsign once radio communication is well established with the ground station, and only after the ground station has itself first used the abbreviated form. Option A is partly correct but incomplete — it is the ground station's use that triggers permission. Option C (heavy traffic) and Option D (no confusion risk) do not independently grant abbreviation rights; the ground station must initiate it. ### Q73: An aircraft fails to establish radio contact with a ground station on the designated frequency or any other appropriate frequency. What action must the pilot take? ^t90q73 - A) Land at the nearest aerodrome on route. - B) Proceed to the alternate aerodrome. - C) Try to establish communication with other aircraft or other aeronautical stations. - D) Display SSR emergency code 7500. **Correct: C)** > **Explanation:** If unable to contact the designated station, the pilot should first try to establish communication with other aircraft or aeronautical stations that could relay the message. Option A is premature — communication alternatives should be exhausted first. Option B assumes prior designation of an alternate. Option D is incorrect because code 7500 indicates hijacking/unlawful interference, not communication failure (which is 7600). ### Q74: In the aeronautical mobile service, which of the following is an international distress frequency? ^t90q74 - A) 123.45MHz. - B) 121.500KHz. - C) 6500 KHz. - D) 121.500MHz. **Correct: D)** > **Explanation:** The international VHF distress (guard) frequency is 121.500 MHz, monitored continuously by ATC facilities worldwide. Option A (123.45 MHz) is an air-to-air advisory frequency. Option B incorrectly states 121.500 KHz — the correct unit is MHz, not KHz (121.500 KHz would be in the LF band). Option C (6500 KHz) is not a standard distress frequency. ### Q75: How must the letters NDGF be pronounced according to the ICAO phonetic alphabet? ^t90q75 - A) NOVEMBER DELTA GOLF FOXTROT. - B) NOVEMBER DECEMBER GOLF FOXTROT - C) NORBERT DELTA GOLF FOX. - D) NOVEMBER DELTA GAMMA FOX. **Correct: A)** > **Explanation:** Using the ICAO phonetic alphabet: N = November, D = Delta, G = Golf, F = Foxtrot. Option B uses "December" for D (not ICAO standard). Option C uses "Norbert" (non-standard) and "Fox" (the correct word is "Foxtrot"). Option D uses "Gamma" (Greek alphabet) for G and "Fox" instead of "Foxtrot."