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.

I had to rush my checks and did not feel ready, so i decided to release the rope..

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.

METAR = Stands for "Meteorological Aerodrome Report" and is a report of current conditions.
NOSIG = No significant change expected within the next two hours.

BR = Mist
HZ = Haze
GR = Hail
SN = Snow
GS = Snow Pellets
CB = Cumulonimbus
BKN = Broken (cloud)
OVC = Overcast
SCT = Scattered (cloud)
FEW = Few (clouds)
FU = Smoke
VRB = Variable (wind)
CAVOK = Ceiling and visibility OK

The coldest time of day is said to be just after sunrise.

This is because during the night the earth is continuously losing heat energy.

It does this until the sun reaches a point in the sky where the Suns radiation exceeds the heat radiation lost from night cooling.

Sea breezes are caused by the diurnal temperature cycle and the difference in temperature changes between land and sea.

Carbon monoxide (CO) is a by-product of combustion which, if inhaled, attaches itself to haemoglobin much more readily than oxygen (O2) and it's because of this that the brain is starved of oxygen and eventually death occurs.

CO is especially dangerous because it is an odourless and colourless gas. It can be introduced to the cockpit either through a leak in the aircraft's heater or cigarette smoke.

After exposure to CO poisoning it may take a number of days to fully recover.
Symptoms Headaches, dizziness and nausea

Aerodrome Traffic Zones surround many UK aerodromes to protect aircraft around the airfield from passing flights.

An aircraft may not fly within an active ATZ unless the pilot in command has the permission of the ATC unit (if applicable), or contacted any other type of Air Traffic Service Unit. The radius of the ATZ depends on the length of the longest runway at the aerodrome.

< 1850m 2nm 2000ft AAL
> 1850m 2.5nm 2000ft AAL

Windshear & Microbursts
Wind shear can be defined as a sudden change in wind velocity and/or direction over a short distance. These changes in wind speed and direction can create significant turbulence and pose a threat to aircraft.

Virga, Thunderstorms, Fronts, roll cloud and inversions are all signs of possible windshear which is usually associated with: jet streams, mountain waves or inversion layers, frontal surfaces, thunderstorms and convective clouds or microbursts, occurring close to the ground.

Virga refers to precipitation that falls from clouds but evaporates before it reaches the ground. While virga itself does not necessarily indicate the presence of wind shear, it can be a sign of atmospheric instability, which can create conditions conducive to wind shear.

Anabatic winds are winds blowing uphill.
Katabatic winds are winds blowing downhill e.g. behind a mountain range.

(OCNL Severe icing NE)

To signal ready for take-off: "Ready for departure"

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

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

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°

This question requires a CDMVT calculation to get TRUE HEADING.

Drift is not required to answer this question.

Remember:
Deviation East Compass Least, Variation West Magnetic Best, or use the arrow method.

Step 1:

Step 2:

True Track is not required to answer this question, however this is how it would be calculated:

East and West may referred to as a + or - symbol respectively, (eg. deviation -2 = 2°W)

Remember that D is for deviation, not drift, and True Track is not True Heading.