The question is she did not where she was, guess there is no gps map. And more importantly she has to fly the thing.
And in a commerical one you have gps and auto pilot. You can concentrate on those, as long as you have radio. Metuor has a video which is basically just use radio. You basically do not fly the plane. In fact the basic advice is not touched the yoke.
The responsibility is much higher of course.
I would imagine she had a smartphone. Gmaps/Amaps is no match for Skydemon but it's a million times better than nothing.
7500 -> Being Hijacked 7600 -> Radio/Comms Failure 7700 -> Emergency
as a curious stem type who used to fly with other curious stem types back in the day, i remember asking for all the details and being given them.
edit: 12xx is vfr no code assigned with various modifiers. 7700 declare emergency. 7600 radio out. 7500 mutiny.
0000 is closer to “null”, but still isn’t quite. 1000 also has some “null” like properties when it comes to ADS-B. Note that what I’m saying is North American centric and not necessarily ICAO nor other areas, which can differ somewhat.
Most modern aircraft are capable of providing a lot more data over their radio transponder, including a system unique identifier, but it turns out that "squawking" a four digit code is a useful amount of discretion to give humans. If you could do it over maybe a decimal code would have been better, but too late now.
do modern mode 3 transponders also include tail number or some other unique identifier in a sideband?
https://en.wikipedia.org/wiki/Automatic_Dependent_Surveillan...
(I don't know how much squawk codes are, or were, used to specifically identify aircraft in the past, but I believe that currently it's not unusual that many aircraft in the same region would be squawking the same number, which would not confuse ATC because of all the other transponder data that's available.)
In Europe some areas (but not all) have switched to using the Mode-s/ADS-B identification (which is a 24 bits unique code not configurable by the pilot but fixed to the aircraft) in their systems and setting the traditional transponder code to 1000 for all of those aircraft.
In the long term expect everyone to adopt that approach, but things in aviation move very slowly so it will be many many years before we're there.
In 30 minutes of the instructor sitting next to me, I successfully landed and took off in a Cessna 172, learned to trim power, elevators and flaps, learned how to transmit and how to “squawk ident”, and what channel to use in emergencies (1202 IIRC).
Operating the airplane was very straightforward. Without the instructor or someone talking to me, I would not have known what to do when, but I can completely see how someone reasonably smart, calm, and able to follow directions could land such an airplane in good conditions.