This question is solved using the 1-in-60 Rule.

After 20 nautical miles, we determine that we are 4nm off track.

(4 x 60) ÷ 20 = 12  *or 4 in 20 is equivalent to 12 in 60

Therefore our track error (TE) is 12°.

We wish to correct the error in 10 nautical miles.

(4 x 60) ÷ 10 = 24  *or 4 in 10 is equivalent to 24 in 60

Therefore our correction angle (CA) is 24°.

12° (TE) + 24° (CA) = 36°

As the question states that we are to the right of the desired track our correction must be to the left.

The question states that the magnetic heading is 130°.

130° - 36° = 94°

1° = 60 nautical miles
1' = 1 nautical mile

25° 00' - 15° 30' = 9° 30' 

The aircraft has travelled 9°30'

9° x 60 = 540nm
30' = 30nm
540nm + 30nm = 570nm

(or 9DMS 30DMS x 60 = 570nm)

Distress
Distress is defined as a condition of being threatened by serious and/or imminent danger and of requiring immediate assistance.
The international Aeronautical VHF Distress Frequency is 121.50 MHz.
Initial distress messages should be broadcast on the current frequency.

Emergency messages shall contain:
(time and circumstance permitting) and, whenever possible, should be passed
in the order given:

1. ‘MAYDAY/MAYDAY/MAYDAY’ (or ‘PAN PAN/PAN PAN/PAN PAN’);
2. Name of the station addressed (when appropriate and time and
circumstances permitting);
3. Callsign;
4. Type of aircraft;
5. Nature of the emergency;
6. Intention of the person-in-command;
7. Present or last known position, flight level/altitude and heading;
8. Pilot qualifications:
9. Any other useful information e.g. endurance remaining, number of
people on board (POB), aircraft colour/markings, any survival aids.

There is no ICAO requirement to include pilot qualifications in a
distress message. However, this information should be included
whenever possible in UK emergency messages as it may help the
controller to plan a course of action best suited to the pilot’s ability.

Solo student pilots shall prefix the aircraft callsign with ‘STUDENT’,
e.g. ‘MAYDAY, MAYDAY, MAYDAY STUDENT G-ABCD … ‘ to indicate
their lack of experience.

Clouds are usually divided into 3 levels according to the part of the atmosphere they are found.

High clouds (CH) Base usually 20,000 ft or above
Cirrus, Cirrocumulus, Cirrostratus

Medium clouds (CM) Base usually between 6,500 and 20,000 ft.
Altocumulus, Altostratus, Nimbostratus

Low clouds (CL) Base usually below 6,500 ft over British Isles.
Stratocumulus, Stratus, Cumulus, Cumulonimbus

Cloud names are usually combinations of the following prefixes or suffixes:

Stratus/strato: flat/layered and smooth
Alto: Medium level
Cumulus/cumulo: heaped up/puffy, like cauliflower
Cirrus/cirro: High up/wispy
Nimbus/Nimbo: meaning ‘Rain-bearing’

Vertical development of Cumulus clouds into rain showers is called "over-development."

The boxes refer to their LAT LONG titles, not the location of the box. EGGD is approximately halfway between 50°N and 52°30'N so extrapolation between two boxes is required.

290°/25knots & 280°/20knots = 285/22.5
(rounded to 285/23)

Form 214 will give the pilot spot wind direction, wind velocity and temperature at various locations and altitudes.

Each box from left to right the information reads:
Altitude. 05 = 5000ft, Wind direction 280°, Wind speed 20 Knots and Temperature -1°C

Stratiform clouds are associated with a warm front. The cloud types also suggest an ever lowering cloud base.

TORA + Clearway = TODA

METAR: EGNT 280850Z 21010KT 9999 FEW040 08/04 Q0991

EGNT – ICAO airport designator code
280850Z – Date and time of METAR - 28th at 0850 Zulu
21010KT– Wind direction and speed – 030 at 7kt
9999 = visibility 10km or more
FEW040 = Few at 4,000ft
08/04 – Temperature and dew point – 8°c, dew point 4°c
Q0991 – QNH – QNH 0991

The International Standard Atmosphere (ISA) states that temperature decreases at approximately 2°C (1.98°C) every 1,000ft and that temperature is 15°C at sea level.

Solution:
Find the ISA temperature at 3,000ft

2 (°C per 1000ft) x 3 (thousand feet) = 6°C

Therefore it is 6°C colder at 3,000ft than at 0ft

15°C (ISA Sea Level Temp) + 2 (Reported ISA Deviation) = 17°C

17°C – 6°C = 11°C

When an aircraft is operating VFR above FL100, it must remain 1,500m horizontally and 1,000ft vertically from cloud in Class G airspace.

(OCNL Severe icing NE)

We believe this question, which was submitted with ambiguous language is asking you to identify the fact that in class D airspace separation is not the responsibility of ATC between VFR and IFR Aircraft, (only traffic information is provided, not separation) it does not indicate which aircraft would be responsible, we would go with VFR.

Class D.
IFR and VFR flights are permitted and all flights are provided with air traffic control service, IFR flights are separated from other IFR flights and receive traffic information in respect of VFR flights, VFR flights receive traffic information in respect of all other flights.

When large masses of warm air and cold air meet, they do not mix because of density differences. Instead, they form a front, usually hundreds of miles long.

An Occluded Front forms when a warm air mass gets caught between two cold air masses. The warm air mass rises as the cool air masses push and meet in the middle. The temperature drops as the warm air mass is occluded, or “cut off,” from the ground and pushed upward. Such fronts can bring strong winds and heavy precipitation.

Occluded fronts usually form around mature low pressure areas.

When using the QNH pressure setting, vertical position should be expressed as altitude.
When using the QFE pressure setting, the vertical displacement above the airfield is communicated as height.
When using standard pressure setting 1013.25hpa vertical position is communicated in flight levels.

Ensure you know your symbols and codes. They may not always be in colour.