### 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." ### Q76: What does the term "aeronautical station" mean? ^t90q76 - A) A radio station of the aeronautical fixed service, on the ground or on board an aircraft, intended for the exchange of radio communications. - B) A land station of the aeronautical mobile service. In certain cases, an aeronautical station may be located on board a ship or offshore platform. - C) A radio station of the aeronautical fixed service. - D) Any radio station intended for the exchange of radio communications. **Correct: B)** > **Explanation:** An aeronautical station is defined as a land station in the aeronautical mobile service, providing two-way communication with aircraft. In certain cases, it may be located on a ship or offshore platform. Option A incorrectly refers to the fixed service (ground-to-ground) rather than the mobile service (ground-to-air). Option C is also an incorrect service designation. Option D is too broad and encompasses all radio stations regardless of service type. ### Q77: What does the abbreviation "HJ" mean? ^t90q77 - A) From sunset to sunrise. - B) From sunrise to sunset. - C) Continuous day and night service. - D) No fixed operating hours. **Correct: B)** > **Explanation:** HJ (from French "Heure de Jour") means daylight hours — from sunrise to sunset. This designation appears in AIPs and NOTAMs for facilities open only during daylight. Option A describes HN (sunset to sunrise). Option C describes H24 (continuous). Option D describes HX (no fixed hours). ### Q78: Which instructions and information must always be read back verbatim? ^t90q78 - A) Runway in use, altimeter settings, level instructions, SSR codes, heading and speed instructions. - B) Surface wind, runway in use, altimeter settings, level instructions, SSR codes. - C) Runway in use, visibility, surface wind, heading instructions, altimeter settings. - D) Surface wind, visibility, temperature, runway in use, altimeter settings, heading and speed instructions. **Correct: B)** > **Explanation:** The mandatory readback items are: runway in use, altimeter settings, level instructions, SSR codes, and heading/speed instructions. Surface wind is also included in some regional implementations. Options C and D include visibility and/or temperature, which are advisory and do not require readback. Option A is close but omits surface wind, while option B matches the ICAO standard list. ### Q79: In which message category can ATC clearances, take-off and landing clearances, and traffic information from the air traffic control service be classified? ^t90q79 - A) Messages concerning flight safety. - B) Messages concerning flight regularity. - C) Urgency messages. **Correct: A)** > **Explanation:** ATC clearances, take-off/landing instructions, and traffic information are all classified as flight safety messages, ranked third in the ICAO priority hierarchy after distress and urgency messages. Option B (regularity messages) covers administrative and logistical communications. Option C (urgency messages) specifically concerns aircraft or persons facing a serious safety condition, not routine ATC operations. ### Q80: What does the instruction "Squawk 1234" mean? ^t90q80 - A) Conduct a radio check on frequency 123.4 MHz. - B) Set code 1234 on the transponder and switch it to ON. - C) Be ready to monitor frequency 123.4 MHz. - D) Transmit briefly (1-2-3-4) for a bearing. **Correct: B)** > **Explanation:** "Squawk 1234" means the pilot must select code 1234 on the transponder and ensure it is operating. This enables radar controllers to identify the aircraft using the assigned code. Option A confuses a transponder code with a radio frequency. Option C also conflates frequency monitoring with transponder operation. Option D describes a procedure unrelated to transponder codes. ### Q81: What does the abbreviation "ATIS" stand for? ^t90q81 - A) Air Trafic Information Service - B) Automatic Terminal Information System - C) Airport Terminal Information Service - D) Automatic Terminal Information Service **Correct: D)** > **Explanation:** ATIS stands for Automatic Terminal Information Service — a continuously broadcast recording of current meteorological and operational information for an aerodrome, identified by a letter code that changes with each update. Option A misspells "Traffic" and uses "Air" rather than "Automatic." Option B uses "System" instead of "Service." Option C uses "Airport" instead of "Automatic." ### Q82: What is the call sign suffix of the Flight Information Service? ^t90q82 - A) FLIGHT CENTER - B) INFO - C) INFORMATION. - D) AERODROME. **Correct: C)** > **Explanation:** The Flight Information Service uses the call sign suffix "Information" (e.g., "Geneva Information" or "Zurich Information"). Option A ("Flight Center") is not a standard ICAO suffix. Option B ("Info") is an informal abbreviation not used as an official suffix. Option D ("Aerodrome") is not used as a call sign suffix for FIS. ### Q83: What does the term "QDR" mean? ^t90q83 - A) True heading to the station (zero wind) - B) Magnetic heading to the station (zero wind) - C) True bearing from the station - D) Magnetic bearing from the station **Correct: D)** > **Explanation:** QDR is the magnetic bearing from the station to the aircraft — the direction in which the aircraft lies as seen from the station, referenced to magnetic north. Option A describes QUJ (true heading to station). Option B describes QDM (magnetic heading to station). Option C describes QTE (true bearing from station). These Q-codes must be distinguished carefully to avoid navigation errors. ### Q84: What influences the reception quality of VHF radio? ^t90q84 - A) The twilight effect. - B) The ionosphere. - C) Atmospheric disturbances, in particular thunderstorm conditions. - D) Flight altitude and topographical conditions. **Correct: D)** > **Explanation:** VHF radio propagates by line-of-sight, so reception quality depends primarily on flight altitude (which determines how far the radio horizon extends) and topography (mountains and terrain can block signals). Option A (twilight effect) affects NDB/ADF reception, not VHF. Option B (ionosphere) affects HF sky-wave propagation, not VHF. Option C (thunderstorms) may cause some static but is not the primary factor for VHF reception quality. ### Q85: What does the term "QFE" mean? ^t90q85 - A) Altimeter setting that causes the instrument to indicate the aerodrome elevation on the ground. - B) Atmospheric pressure measured at the height of the highest obstacle on an aerodrome. - C) Atmospheric pressure at the aerodrome elevation (or runway threshold). - D) Atmospheric pressure measured at a point on the earth's surface. **Correct: C)** > **Explanation:** QFE is the atmospheric pressure at the aerodrome elevation or runway threshold. When set on the altimeter, the instrument reads zero on the ground and displays height above the aerodrome in flight. Option A describes QNH behaviour (reading aerodrome elevation on the ground). Option B is not a standard definition. Option D is too generic and could describe any surface pressure measurement. ### Q86: In the aeronautical mobile service, messages are classified by importance. What is the correct priority order? ^t90q86 - A) Distress messages, messages concerning flight safety, urgency messages. - B) Meteorological messages, radio direction-finding messages, messages concerning flight regularity. - C) Radio direction-finding messages, distress messages, urgency messages. - D) Distress messages, urgency messages, messages concerning safety. **Correct: D)** > **Explanation:** The correct ICAO priority order is: (1) Distress messages, (2) Urgency messages, (3) Flight safety messages, followed by meteorological, direction-finding, regularity, and other messages. Option A incorrectly places flight safety above urgency. Option B lists only lower-priority categories. Option C places direction-finding above distress, which is incorrect — distress always has absolute priority. ### Q87: What is the urgency signal in radiotelephony? ^t90q87 - A) PAN PAN (preferably spoken three times). - B) MAYDAY (preferably spoken three times). - C) URGENCY (preferably spoken three times). - D) ALERFA (preferably spoken three times). **Correct: A)** > **Explanation:** The radiotelephony urgency signal is "PAN PAN" spoken three times, indicating a serious condition that requires timely assistance but is not an immediate life-threatening emergency. Option B (MAYDAY) is the distress signal for grave and imminent danger. Option C ("URGENCY") is not standard phraseology. Option D (ALERFA) is an internal ATC alert phase designation, not a radiotelephony signal. ### Q88: On the readability scale, what does degree "5" mean? ^t90q88 - A) Readable intermittently. - B) Unreadable. - C) Readable, but with difficulty. - D) Perfectly readable. **Correct: D)** > **Explanation:** Readability 5 is the highest level on the ICAO scale, meaning the transmission is perfectly clear and intelligible. Option A describes readability 2 (intermittently). Option B describes readability 1 (unreadable). Option C describes readability 3 (with difficulty). The standard response is "I read you five." ### Q89: What is the name of the time system used worldwide by air traffic services and in the aeronautical fixed service? ^t90q89 - A) Local time (LT) using the 24-hour clock. - B) Coordinated Universal Time (UTC). - C) There is no particular time system, as generally only minutes are transmitted. - D) Local time using the AM and PM system. **Correct: B)** > **Explanation:** Coordinated Universal Time (UTC) is the universal time standard used by all air traffic services and aeronautical fixed services worldwide. It eliminates time zone ambiguity in international operations. Options A and D use local time, which varies by location and is not used in aeronautical communications. Option C is factually incorrect — a specific time system (UTC) is always used. ### Q90: What elements should a distress message contain? ^t90q90 - A) Aircraft callsign, departure point, position, level. - B) Aircraft callsign, position, assistance required. - C) Aircraft callsign and type, nature of the distress situation, pilot's intentions, position, level, heading. - D) Aircraft callsign, flight route, destination. **Correct: C)** > **Explanation:** A complete distress message (MAYDAY) should contain: aircraft callsign and type, the nature of the distress, the pilot's intentions, and position/level/heading — giving rescue services maximum information to coordinate assistance. Option A omits the nature of distress and pilot intentions. Option B omits aircraft type, pilot intentions, and heading. Option D omits all emergency-specific information and lists only flight plan data. ### Q91: What does "FEW" mean for cloud coverage in a METAR weather report? ^t90q91 - A) 3 to 4 eighths - B) 1 to 2 eighths - C) 8 eighths - D) 5 to 7 eighths **Correct: B)** > **Explanation:** In METAR cloud coverage reporting, FEW designates 1 to 2 oktas (eighths) of sky covered — the sparsest cloud category. Option A describes SCT (Scattered, 3-4 oktas). Option C describes OVC (Overcast, 8 oktas). Option D describes BKN (Broken, 5-7 oktas). These standardised ICAO designations ensure unambiguous weather reporting worldwide. ### Q92: What does "SCT" mean for cloud coverage in a METAR weather report? ^t90q92 - A) 1 to 2 eighths - B) 8 eighths - C) 5 to 7 eighths - D) 3 to 4 eighths **Correct: D)** > **Explanation:** SCT stands for Scattered, representing 3 to 4 oktas (eighths) of sky covered by cloud. Option A describes FEW (1-2 oktas). Option B describes OVC (Overcast, 8 oktas). Option C describes BKN (Broken, 5-7 oktas). Scattered cloud coverage does not necessarily restrict VFR flight, but pilots must check cloud base heights against applicable VFR minima. ### Q93: What does "BKN" mean for cloud coverage in a METAR weather report? ^t90q93 - A) 8 eighths - B) 3 to 4 eighths - C) 5 to 7 eighths - D) 1 to 2 eighths **Correct: C)** > **Explanation:** BKN stands for Broken, meaning 5 to 7 oktas (eighths) of the sky are covered — predominantly overcast with some gaps. Option A describes OVC (Overcast, 8 oktas). Option B describes SCT (Scattered, 3-4 oktas). Option D describes FEW (1-2 oktas). A broken layer may significantly impact VFR operations, especially if cloud bases are low. ### Q94: Which transponder code signals a radio failure? ^t90q94 - A) 7000 - B) 7500 - C) 7600 - D) 7700 **Correct: C)** > **Explanation:** Transponder code 7600 is the internationally standardised squawk for loss of radio communication (NORDO), alerting radar controllers to the communication failure. Option A (7000) is the standard VFR conspicuity code in European airspace. Option B (7500) signals unlawful interference (hijacking). Option D (7700) indicates a general emergency. These four codes must be memorised as they each trigger specific ATC responses. ### Q95: What is the correct phrase to begin a blind transmission? ^t90q95 - A) No reception - B) Transmitting blind - C) Listen - D) Blind **Correct: B)** > **Explanation:** When a pilot can transmit but cannot receive, the blind transmission must begin with the phrase "Transmitting blind" (or "Transmitting blind on [frequency]") to alert any receiving station of the one-way nature of the communication. Options A, C, and D are not standard ICAO phraseology for initiating blind transmissions. ### Q96: How many times shall a blind transmission be made? ^t90q96 - A) Three times - B) Four times - C) One time - D) Two times **Correct: C)** > **Explanation:** A blind transmission is made once on the current frequency (and optionally repeated once on the emergency frequency if appropriate). Making it multiple times would congest the frequency unnecessarily. Options A, B, and D specify excessive repetitions that are not part of standard ICAO procedure for blind transmissions. ### Q97: In what situation is it appropriate to set transponder code 7600? ^t90q97 - A) Flight into clouds - B) Emergency - C) Loss of radio - D) Hijacking **Correct: C)** > **Explanation:** Transponder code 7600 is specifically designated for loss of radio communication (NORDO), alerting radar controllers so they can provide appropriate separation and visual signals. Option A (flight into clouds) does not have a specific transponder code. Option B (emergency) requires code 7700. Option D (hijacking) requires code 7500. ### Q98: What is the correct course of action when experiencing a radio failure in class D airspace? ^t90q98 - A) The flight has to be continued according to the last clearance complying with VFR rules or the airspace has to be left by the shortest route - B) The flight has to be continued above 5000 feet complying with VFR flight rules or the airspace has to be left using a standard routing - C) The flight has to be continued according to the last clearance complying with VFR flight rules or the airspace has to be left using a standard routing - D) The flight has to be continued above 5000 feet complying with VFR flight rules or the airspace has to be left by the shortest route **Correct: A)** > **Explanation:** ICAO procedures for VFR radio failure in controlled airspace require the pilot to either continue the flight according to the last ATC clearance received while complying with VFR rules, or to leave the airspace by the shortest route. Options B and D incorrectly specify flying above 5000 feet, which is not part of the radio failure procedure. Option C incorrectly substitutes "standard routing" for "shortest route." ### Q99: Which phrase must be repeated three times before transmitting an urgency message? ^t90q99 - A) Mayday - B) Help - C) Urgent - D) Pan Pan **Correct: D)** > **Explanation:** An urgency message is preceded by "Pan Pan" spoken three times ("PAN PAN, PAN PAN, PAN PAN"). This alerts all stations on the frequency to a serious but not immediately life-threatening situation. Option A ("Mayday") is the distress signal for grave and imminent danger. Options B ("Help") and C ("Urgent") are not standard ICAO radiotelephony phrases. ### Q100: On which frequency should an initial distress message be transmitted? ^t90q100 - A) Emergency frequency - B) FIS frequency - C) Radar frequency - D) Current frequency **Correct: D)** > **Explanation:** The initial distress or urgency call should be made on the frequency currently in use, because that frequency is already being monitored by the appropriate ATC unit handling the aircraft. Switching frequencies risks losing contact and wastes critical time. Option A (emergency frequency 121.5 MHz) should be tried only if there is no response on the current frequency. Options B and C are not the correct first choice.