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As I was about to commence the turn onto the crosswind leg, I spotted the helicopter that was supposedly joining downwind for the right hand helicopter circuit about a mile away in our 11 o’clock, at the same altitude and heading to pass just behind us, i.e., it was right in the middle of the fixed-wing circuit! If I made the turn, I estimated we would have passed within 300m of each other, so I elected to extend upwind and turn crosswind a short while later. At the time the sun was in my 5 o’clock, and I estimated that I was ‘enjoying’ the forecast visibility of 5-7 KM, however, I knew that I was cutting my own flight short. I’d estimate the visibility into sun was probably about 1-2 KM – even from only 1500’ it was barely hard to see any landmarks towards the sun. My suspicion is that the helicopter pilot never saw my aircraft despite stoves, navigation lights and landing lights, and quite possibly they never even know they had passed through an active fixed-wing circuit. The visibility reported by ATC is measured horizontally in all directions by an n observer on the ground. In conditions of low level haze, the flight visibility, measured forward of an aircraft in flight and the air-ground (slant) visibility may be significantly less than that reported by ATC. Also, the flight visibility into sun, particularly at low sun angles, will often be much reduced. The effect of haze on visibility should be covered in basic flight training.5.According to the narrator, the helicopter pilot（ ）.
As I was about to commence the turn onto the crosswind leg, I spotted the helicopter that was supposedly joining downwind for the right hand helicopter circuit about a mile away in our 11 o’clock, at the same altitude and heading to pass just behind us, i.e., it was right in the middle of the fixed-wing circuit! If I made the turn, I estimated we would have passed within 300m of each other, so I elected to extend upwind and turn crosswind a short while later. At the time the sun was in my 5 o’clock, and I estimated that I was ‘enjoying’ the forecast visibility of 5-7 KM, however, I knew that I was cutting my own flight short. I’d estimate the visibility into sun was probably about 1-2 KM – even from only 1500’ it was barely hard to see any landmarks towards the sun. My suspicion is that the helicopter pilot never saw my aircraft despite stoves, navigation lights and landing lights, and quite possibly they never even know they had passed through an active fixed-wing circuit. The visibility reported by ATC is measured horizontally in all directions by an n observer on the ground. In conditions of low level haze, the flight visibility, measured forward of an aircraft in flight and the air-ground (slant) visibility may be significantly less than that reported by ATC. Also, the flight visibility into sun, particularly at low sun angles, will often be much reduced. The effect of haze on visibility should be covered in basic flight training.4.The ATC forecast visibility may be （ ）
As I was about to commence the turn onto the crosswind leg, I spotted the helicopter that was supposedly joining downwind for the right hand helicopter circuit about a mile away in our 11 o’clock, at the same altitude and heading to pass just behind us, i.e., it was right in the middle of the fixed-wing circuit! If I made the turn, I estimated we would have passed within 300m of each other, so I elected to extend upwind and turn crosswind a short while later. At the time the sun was in my 5 o’clock, and I estimated that I was ‘enjoying’ the forecast visibility of 5-7 KM, however, I knew that I was cutting my own flight short. I’d estimate the visibility into sun was probably about 1-2 KM – even from only 1500’ it was barely hard to see any landmarks towards the sun. My suspicion is that the helicopter pilot never saw my aircraft despite stoves, navigation lights and landing lights, and quite possibly they never even know they had passed through an active fixed-wing circuit. The visibility reported by ATC is measured horizontally in all directions by an n observer on the ground. In conditions of low level haze, the flight visibility, measured forward of an aircraft in flight and the air-ground (slant) visibility may be significantly less than that reported by ATC. Also, the flight visibility into sun, particularly at low sun angles, will often be much reduced. The effect of haze on visibility should be covered in basic flight training. 3.According to the passage, the sun was （ ）to the narrator’s aircraft.
As I was about to commence the turn onto the crosswind leg, I spotted the helicopter that was supposedly joining downwind for the right hand helicopter circuit about a mile away in our 11 o’clock, at the same altitude and heading to pass just behind us, i.e., it was right in the middle of the fixed-wing circuit! If I made the turn, I estimated we would have passed within 300m of each other, so I elected to extend upwind and turn crosswind a short while later. At the time the sun was in my 5 o’clock, and I estimated that I was ‘enjoying’ the forecast visibility of 5-7 KM, however, I knew that I was cutting my own flight short. I’d estimate the visibility into sun was probably about 1-2 KM – even from only 1500’ it was barely hard to see any landmarks towards the sun. My suspicion is that the helicopter pilot never saw my aircraft despite stoves, navigation lights and landing lights, and quite possibly they never even know they had passed through an active fixed-wing circuit. The visibility reported by ATC is measured horizontally in all directions by an n observer on the ground. In conditions of low level haze, the flight visibility, measured forward of an aircraft in flight and the air-ground (slant) visibility may be significantly less than that reported by ATC. Also, the flight visibility into sun, particularly at low sun angles, will often be much reduced. The effect of haze on visibility should be covered in basic flight training. 2..Why did the narrator select to extend downwind?
As I was about to commence the turn onto the crosswind leg, I spotted the helicopter that was supposedly joining downwind for the right hand helicopter circuit about a mile away in our 11 o’clock, at the same altitude and heading to pass just behind us, i.e., it was right in the middle of the fixed-wing circuit! If I made the turn, I estimated we would have passed within 300m of each other, so I elected to extend upwind and turn crosswind a short while later. At the time the sun was in my 5 o’clock, and I estimated that I was ‘enjoying’ the forecast visibility of 5-7 KM, however, I knew that I was cutting my own flight short. I’d estimate the visibility into sun was probably about 1-2 KM – even from only 1500’ it was barely hard to see any landmarks towards the sun. My suspicion is that the helicopter pilot never saw my aircraft despite stoves, navigation lights and landing lights, and quite possibly they never even know they had passed through an active fixed-wing circuit. The visibility reported by ATC is measured horizontally in all directions by an n observer on the ground. In conditions of low level haze, the flight visibility, measured forward of an aircraft in flight and the air-ground (slant) visibility may be significantly less than that reported by ATC. Also, the flight visibility into sun, particularly at low sun angles, will often be much reduced. The effect of haze on visibility should be covered in basic flight training.1.The helicopter was（ ）
If you are in contact with a Tower, a Center, or an FSS when either a distress or/and urgency develops, the communication would obviously be directed to that facility. A distress message should start with the word Mayday and be repeated at least three times. (Mayday comes from the French, M＇ aides, is pronounced Mayday, and means help me.).In an urgency, the term Panpan, again repeated three times, starts the radio transmission. Distress messages have absolute priority over all others. And the word Mayday commands radio silence on the frequency in use. Urgency messages have priority over all others except distress. Panpan warns other stations not to interfere with urgency transmissions.If, as the pilot, you have not been receiving services from an ATC facility, and if time permits, the Center. Tower or FSS in whose area of responsibility you are flying, should be contacted on the appropriate frequency. By so doing, a more rapid response to your call is likely, which is another reason for listing the various en route frequencies in the preflight planning and having the list immediately available in the cockpit. Conditions might be such, though; that there is no time to search for the correct frequency, even though a list had been prepared. In that event, two other frequencies can be used: the emergency-only frequencies of 121.5 or 243.0. Both have a range - that is generally limited to line of sight. 121.5 is guarded by direction finding stations and certain military and civil aircraft, while 243.0 is guarded by military aircraft. In addition, both frequencies are guarded by military Towers, most civil Towers, FSSs, and radar facilities. Again, if time permits, the most logical facility to try to reach first is the ARTCC in whose area you are flying, but the ARTCC’s emergency frequency capability does not nor mally extend to its radar coverage limits. If the ARTCC does not respond when called on 121.5 or 243.0 address the call to the nearest Tower or FSS. Time is crucial in a distress condition, but as much of the following as possible. Preferably in the order suggested should be communicated:(1) Mayday, Mayday, Mayday or Panpan, Panpan, Panpan(2) Name of facility addressed(3) Aircraft identification and type(4) Nature of distress or urgency(5) Weather(6) Pilot＇s intentions and request(7) Present position and heading, or if lost, last known Position, time and heading since that position.(8) Altitude or flight level(9) Hours and minutes of fuel remaining(10) Any other useful information，as visible landmarks, aircraft color, emergency equip ment on board, number of people on board.(11) Activate the ELT (Emergency Locator Transmitter) if installation permits. 5.The call on emergency-only frequencies should be directly firstly to （ ） .
If you are in contact with a Tower, a Center, or an FSS when either a distress or/and urgency develops, the communication would obviously be directed to that facility. A distress message should start with the word Mayday and be repeated at least three times. (Mayday comes from the French, M＇ aides, is pronounced Mayday, and means help me.).In an urgency, the term Panpan, again repeated three times, starts the radio transmission. Distress messages have absolute priority over all others. And the word Mayday commands radio silence on the frequency in use. Urgency messages have priority over all others except distress. Panpan warns other stations not to interfere with urgency transmissions.If, as the pilot, you have not been receiving services from an ATC facility, and if time permits, the Center. Tower or FSS in whose area of responsibility you are flying, should be contacted on the appropriate frequency. By so doing, a more rapid response to your call is likely, which is another reason for listing the various en route frequencies in the preflight planning and having the list immediately available in the cockpit. Conditions might be such, though; that there is no time to search for the correct frequency, even though a list had been prepared. In that event, two other frequencies can be used: the emergency-only frequencies of 121.5 or 243.0. Both have a range - that is generally limited to line of sight. 121.5 is guarded by direction finding stations and certain military and civil aircraft, while 243.0 is guarded by military aircraft. In addition, both frequencies are guarded by military Towers, most civil Towers, FSSs, and radar facilities. Again, if time permits, the most logical facility to try to reach first is the ARTCC in whose area you are flying, but the ARTCC’s emergency frequency capability does not nor mally extend to its radar coverage limits. If the ARTCC does not respond when called on 121.5 or 243.0 address the call to the nearest Tower or FSS. Time is crucial in a distress condition, but as much of the following as possible. Preferably in the order suggested should be communicated:(1) Mayday, Mayday, Mayday or Panpan, Panpan, Panpan(2) Name of facility addressed(3) Aircraft identification and type(4) Nature of distress or urgency(5) Weather(6) Pilot＇s intentions and request(7) Present position and heading, or if lost, last known Position, time and heading since that position.(8) Altitude or flight level(9) Hours and minutes of fuel remaining(10) Any other useful information，as visible landmarks, aircraft color, emergency equip ment on board, number of people on board.(11) Activate the ELT (Emergency Locator Transmitter) if installation permits. 4.243.0 is not guarded by （ ） .
If you are in contact with a Tower, a Center, or an FSS when either a distress or/and urgency develops, the communication would obviously be directed to that facility. A distress message should start with the word Mayday and be repeated at least three times. (Mayday comes from the French, M＇ aides, is pronounced Mayday, and means help me.).In an urgency, the term Panpan, again repeated three times, starts the radio transmission. Distress messages have absolute priority over all others. And the word Mayday commands radio silence on the frequency in use. Urgency messages have priority over all others except distress. Panpan warns other stations not to interfere with urgency transmissions.If, as the pilot, you have not been receiving services from an ATC facility, and if time permits, the Center. Tower or FSS in whose area of responsibility you are flying, should be contacted on the appropriate frequency. By so doing, a more rapid response to your call is likely, which is another reason for listing the various en route frequencies in the preflight planning and having the list immediately available in the cockpit. Conditions might be such, though; that there is no time to search for the correct frequency, even though a list had been prepared. In that event, two other frequencies can be used: the emergency-only frequencies of 121.5 or 243.0. Both have a range - that is generally limited to line of sight. 121.5 is guarded by direction finding stations and certain military and civil aircraft, while 243.0 is guarded by military aircraft. In addition, both frequencies are guarded by military Towers, most civil Towers, FSSs, and radar facilities. Again, if time permits, the most logical facility to try to reach first is the ARTCC in whose area you are flying, but the ARTCC’s emergency frequency capability does not nor mally extend to its radar coverage limits. If the ARTCC does not respond when called on 121.5 or 243.0 address the call to the nearest Tower or FSS. Time is crucial in a distress condition, but as much of the following as possible. Preferably in the order suggested should be communicated:(1) Mayday, Mayday, Mayday or Panpan, Panpan, Panpan(2) Name of facility addressed(3) Aircraft identification and type(4) Nature of distress or urgency(5) Weather(6) Pilot＇s intentions and request(7) Present position and heading, or if lost, last known Position, time and heading since that position.(8) Altitude or flight level(9) Hours and minutes of fuel remaining(10) Any other useful information，as visible landmarks, aircraft color, emergency equip ment on board, number of people on board.(11) Activate the ELT (Emergency Locator Transmitter) if installation permits.3.Which of the following statements is true? C.
If you are in contact with a Tower, a Center, or an FSS when either a distress or/and urgency develops, the communication would obviously be directed to that facility. A distress message should start with the word Mayday and be repeated at least three times. (Mayday comes from the French, M＇ aides, is pronounced Mayday, and means help me.).In an urgency, the term Panpan, again repeated three times, starts the radio transmission. Distress messages have absolute priority over all others. And the word Mayday commands radio silence on the frequency in use. Urgency messages have priority over all others except distress. Panpan warns other stations not to interfere with urgency transmissions.If, as the pilot, you have not been receiving services from an ATC facility, and if time permits, the Center. Tower or FSS in whose area of responsibility you are flying, should be contacted on the appropriate frequency. By so doing, a more rapid response to your call is likely, which is another reason for listing the various en route frequencies in the preflight planning and having the list immediately available in the cockpit. Conditions might be such, though; that there is no time to search for the correct frequency, even though a list had been prepared. In that event, two other frequencies can be used: the emergency-only frequencies of 121.5 or 243.0. Both have a range - that is generally limited to line of sight. 121.5 is guarded by direction finding stations and certain military and civil aircraft, while 243.0 is guarded by military aircraft. In addition, both frequencies are guarded by military Towers, most civil Towers, FSSs, and radar facilities. Again, if time permits, the most logical facility to try to reach first is the ARTCC in whose area you are flying, but the ARTCC’s emergency frequency capability does not nor mally extend to its radar coverage limits. If the ARTCC does not respond when called on 121.5 or 243.0 address the call to the nearest Tower or FSS. Time is crucial in a distress condition, but as much of the following as possible. Preferably in the order suggested should be communicated:(1) Mayday, Mayday, Mayday or Panpan, Panpan, Panpan(2) Name of facility addressed(3) Aircraft identification and type(4) Nature of distress or urgency(5) Weather(6) Pilot＇s intentions and request(7) Present position and heading, or if lost, last known Position, time and heading since that position.(8) Altitude or flight level(9) Hours and minutes of fuel remaining(10) Any other useful information，as visible landmarks, aircraft color, emergency equip ment on board, number of people on board.(11) Activate the ELT (Emergency Locator Transmitter) if installation permits.2.Mayday is originated from （ ） .
If you are in contact with a Tower, a Center, or an FSS when either a distress or/and urgency develops, the communication would obviously be directed to that facility. A distress message should start with the word Mayday and be repeated at least three times. (Mayday comes from the French, M＇ aides, is pronounced Mayday, and means help me.).In an urgency, the term Panpan, again repeated three times, starts the radio transmission. Distress messages have absolute priority over all others. And the word Mayday commands radio silence on the frequency in use. Urgency messages have priority over all others except distress. Panpan warns other stations not to interfere with urgency transmissions.If, as the pilot, you have not been receiving services from an ATC facility, and if time permits, the Center. Tower or FSS in whose area of responsibility you are flying, should be contacted on the appropriate frequency. By so doing, a more rapid response to your call is likely, which is another reason for listing the various en route frequencies in the preflight planning and having the list immediately available in the cockpit. Conditions might be such, though; that there is no time to search for the correct frequency, even though a list had been prepared. In that event, two other frequencies can be used: the emergency-only frequencies of 121.5 or 243.0. Both have a range - that is generally limited to line of sight. 121.5 is guarded by direction finding stations and certain military and civil aircraft, while 243.0 is guarded by military aircraft. In addition, both frequencies are guarded by military Towers, most civil Towers, FSSs, and radar facilities. Again, if time permits, the most logical facility to try to reach first is the ARTCC in whose area you are flying, but the ARTCC’s emergency frequency capability does not nor mally extend to its radar coverage limits. If the ARTCC does not respond when called on 121.5 or 243.0 address the call to the nearest Tower or FSS. Time is crucial in a distress condition, but as much of the following as possible. Preferably in the order suggested should be communicated:(1) Mayday, Mayday, Mayday or Panpan, Panpan, Panpan(2) Name of facility addressed(3) Aircraft identification and type(4) Nature of distress or urgency(5) Weather(6) Pilot＇s intentions and request(7) Present position and heading, or if lost, last known Position, time and heading since that position.(8) Altitude or flight level(9) Hours and minutes of fuel remaining(10) Any other useful information，as visible landmarks, aircraft color, emergency equip ment on board, number of people on board.(11) Activate the ELT (Emergency Locator Transmitter) if installation permits.1.If you are in contact with a Center when a distress develops you should direct the communication to （ ） .
