Demo: PPL/A

VOLMET is a radio service broadcasting current weather reports for airports during flight. GAMET and AIRMET provide area or warning info, METAR are individual reports but not broadcast as a radio service.

Transponder code 7600 indicates a radio failure. 7000 is for VFR flights, 7500 signals hijacking, and 7700 is for emergencies. Only 7600 specifically alerts ATC to a loss of radio communication.

'Transmitting blind' is correct because it is the standard phrase to indicate you are transmitting without knowing if you are heard. 'Blind', 'No reception', and 'Listen' are not standard ICAO phrases for this situation.

A blind transmission should be made on the current frequency, as other traffic is listening there. FIS, tower, or radar frequencies are not suitable because not all relevant pilots may be monitoring them.

A blind transmission should be made twice to ensure it is received. Once is too little, as the recipient might miss it. Three or four times are unnecessary and could clutter the frequency.

Transponder code 7600 is used for loss of radio communication to inform ATC of radio failure. Other codes are for emergencies (7700) or hijacking (7500). Flight into clouds does not require a special transponder code.

The correct answer is right because, in class D airspace, after a radio failure, you must continue according to your last clearance under VFR or exit the airspace by the shortest route. The other options mention incorrect altitudes or require standard routes, which are not required here.

Entry into class D airspace with radio failure is only allowed if approval has been granted beforehand. The other options are incorrect because being the destination or departure aerodrome, or the presence of other aircraft, does not permit entry without prior clearance.

'Pan Pan' is correct because it is the phrase repeated three times at the start of an urgency message. 'Mayday' is for distress, not urgency. 'Urgent' and 'Help' are not official international radio signals.

The correct answer is 'current frequency' because a distress call should first be made on the frequency you are already using. This ensures the responsible controller hears it. The other frequencies are only used if no contact exists on the current one.

The correct answer includes: nature of the problem, important info for support, pilot's intentions, position, heading, and altitude. This ensures effective assistance. Other options miss key elements like pilot's intentions or the nature of the problem.

7700 is the international transponder code for general emergencies. 7000 is for VFR flights, 7500 for hijacking, and 7600 for radio failure. Only 7700 alerts ATC to an emergency situation.

118.75 MHz is correct because VHF voice communication in aviation uses 118–137 MHz. 118.75 kHz and 327.25 kHz are in the long/medium wave range, and 327.25 MHz is outside the aviation VHF band.

The frequency range 118.000 to 136.975 MHz is in the VHF band. LF, MF, and HF are different bands not used for aviation voice communication.

The correct answer is 300,000 km/s because electromagnetic waves (like light) travel in a vacuum at about 300,000 kilometers per second. The other options in m/s or 123,000 are too low or in the wrong unit.

The correct answer is 30 minutes because an ATIS broadcast is typically valid for 30 minutes. 10, 45, and 60 minutes are either too short or too long and do not match the official standard.

'Caution wake turbulence' is correct because it directly warns about the risk of wake turbulence. The other options refer to jet blast, propwash, or are vague, and do not specifically address wake turbulence hazards.

The correct answer is: DEABC, "N", 2500 ft. It includes callsign, reporting point, and altitude—these are the key elements of a position report. The other options are incomplete, use incorrect formats, or lack necessary details.

Flying above vNE can cause flutter and mechanical damage to the wings, as the structure is overstressed. The other options are incorrect because they either misrepresent aerodynamics or describe effects that do not occur in reality.

Propeller icing reduces propeller efficiency, causing less thrust and thus reduced power output. At the same time, RPM decreases because the propeller turns less easily. The other answers are wrong because icing never increases power or RPM.

Correct: total pressure = dynamic pressure + static pressure. This is Bernoulli's equation. The other options mix up or incorrectly add/subtract the pressures, which is not physically correct.

The correct answer is 'chord', as it is the length from the leading to the trailing edge of the airfoil. 'Angle of attack' is the angle between chord line and airflow, 'chord line' is an imaginary line, and 'profile thickness' is the maximum distance between upper and lower surfaces.

The stagnation point is where the airflow hits the aerofoil and its speed drops to zero. The transition point, separation point, and center of pressure are located elsewhere and describe different aerodynamic effects.

Wing washout keeps the aileron effective at high angles of attack. The other options are incorrect because washout does not mainly increase structural rigidity, torsion resistance, or reduce form drag at high speeds.

Pressure compensation occurs at the wing tips, where air can flow from the high-pressure underside to the low-pressure topside. At the leading edge, wing roots, and fuselage connections, this does not happen.