Correct: D)
Explanation: From the heading chain: TH = TC + WCA = 183° + 11° = 194°. VAR: MH = 198°, TH = 194°, so MH is 4° greater than TH, meaning West variation (West is Best — add to True to get Magnetic). DEV: CH = 200°, MH = 198°, so CH is 2° greater than MH, meaning the compass reads high and DEV = -002° (subtract from compass to get magnetic). Options A and C assign East variation, which would require MH to be less than TH. Options B assigns DEV = +002°, which would give MH = 200° (wrong).
Correct: D)
Explanation: Magnetic inclination (dip) is the angle between Earth's magnetic field lines and the horizontal plane. At the magnetic equator (the aclinic line), the field lines run parallel to the surface, giving a dip angle of zero — the minimum possible value. At the magnetic poles (A), inclination reaches 90° (maximum). The geographic equator (C) does not coincide with the magnetic equator, so the dip is not zero there. The geographic poles (B) are close to but not at the magnetic poles, so dip is near-maximum but not necessarily at the exact minimum or maximum.
Correct: B)
Explanation: Deviation is the angular difference between magnetic north and compass north, caused by the aircraft's own magnetic fields from electrical equipment, metal structure, and avionics. It varies with the aircraft's heading and is recorded on a deviation card mounted near the compass. Variation (A) is the difference between true north and magnetic north. WCA (C) is the wind correction angle between course and heading. Inclination (D) is the vertical dip angle of Earth's magnetic field.
Correct: B)
Explanation: Compass north is the direction the aircraft's magnetic compass actually points, which is the resultant of Earth's magnetic field combined with any local magnetic interference from the aircraft itself. Because of this aircraft-induced deviation, compass north differs from magnetic north. Option A describes a generic angular relationship, not the definition of compass north. Option C describes the direction to the geographic pole (true north). Option D describes the physical reading point on the compass card, not the directional concept.
Correct: B)
Explanation: Isogonic lines (isogonals) connect all points on Earth's surface that share the same magnetic variation value. They are printed on aeronautical charts to allow pilots to determine the local variation for converting between true and magnetic references. Lines of equal magnetic inclination are called isoclinic lines (A is wrong). Deviation (C) is aircraft-specific and cannot be mapped geographically. Heading (D) is a flight parameter, not a geographic property.
Correct: B)
Explanation: The agonic line is the special isogonic line where magnetic variation equals exactly zero — true north and magnetic north coincide along this line, so no variation correction is needed. Aircraft flying along the agonic line have identical true and magnetic courses. A line of zero inclination (C) is called the magnetic equator or aclinic line, not the agonic line. Heading of 0° (A) is a flight parameter, not a geographic line. Deviation (D) is aircraft-specific and varies with heading, not geography.
Correct: B)
Explanation: In international aviation, horizontal distances are officially measured in nautical miles (NM) and kilometres (km). The nautical mile is the primary navigation unit because it directly relates to Earth's angular measurement system (1 NM = 1 arcminute of latitude). Kilometres are used in some countries and for certain applications. Feet (A) and metres are used for vertical distances. Land miles (D) are not standard in aviation. Yards (C) are not used in aviation navigation.
Correct: D)
Explanation: Using the conversion factor 1 ft = 0.3048 m: 1000 ft x 0.3048 = 304.8 m, approximately 300 m. The quick exam formula is: metres = feet x 3 / 10, so 1000 x 3 / 10 = 300 m. Option A (30 m) is off by a factor of 10. Option B (3000 m) is ten times too large. Option C (30 km = 30,000 m) is absurdly large. This conversion is fundamental for Swiss aviation where altitudes appear in both feet and metres.
Correct: D)
Explanation: Using the conversion: feet = metres x 10 / 3. So 5500 x 10 / 3 = 18,333 ft, approximately 18,000 ft. More precisely: 5500 x 3.281 = 18,046 ft. This altitude corresponds roughly to FL180, which is significant in European airspace as the transition level in many regions. Option A (10,000 ft) would correspond to about 3,000 m. Option B (7,500 ft) corresponds to about 2,300 m. Option C (30,000 ft) would correspond to about 9,100 m.
Correct: D)
Explanation: Runway designators are based on the magnetic heading of the runway, rounded to the nearest 10° and divided by 10. The Earth's magnetic poles drift over time, causing local magnetic variation to change gradually. Even though the physical runway has not moved, its magnetic bearing shifts, and when the change is large enough to alter the rounded number, the runway is redesignated. Option A (true direction change) is wrong because the runway physically does not move. Option B (approach path change) does not affect runway numbering. Option C uses "deviation" — deviation is aircraft-specific, not location-specific.
Correct: D)
Explanation: The direct reading (magnetic) compass is the only flight instrument among the options that is affected by electromagnetic interference from electronic devices. Electrical current creates magnetic fields that can deflect the compass needle, causing deviation. The turn coordinator (A) uses a gyroscope, the artificial horizon (B) uses a gyroscope, and the airspeed indicator (C) uses pressure differentials — none of these are affected by electromagnetic interference from onboard electronics.
Correct: B)
Explanation: The Mercator projection is a cylindrical conformal projection where meridians and parallels appear as straight lines at right angles. Rhumb lines (constant compass bearing tracks) appear as straight lines, making it useful for constant-heading navigation. However, the scale increases toward the poles (Greenland appears as large as Africa), and great circles appear as curved lines bending toward the nearer pole. Options A and C incorrectly state the scale is constant. Options A and D show great circles as straight lines, which is incorrect for Mercator.
Correct: D)
Explanation: On a Mercator chart, rhumb lines appear as straight lines because the projection ensures that any line crossing meridians at a constant angle remains straight. Great circles, which represent the shortest path on the globe, appear as curved lines bowing toward the nearest pole. The only exception is the equator and the meridians, which are both straight and great circles on a Mercator chart. Options B and C incorrectly show great circles or rhumb lines as straight/curved respectively.
Correct: D)
Explanation: The Lambert Conformal Conic projection is the standard for aeronautical charts, including the Swiss ICAO 1:500,000 chart. It is conformal (preserves angles and local shapes) and nearly true to scale between its two standard parallels. Great circles appear as approximately straight lines, making route plotting straightforward. It is not an equal-area projection (B, C). Rhumb lines appear as slightly curved lines (A is wrong). The combination of conformality and near-constant scale makes it ideal for aviation navigation.
Correct: C)
Explanation: Convert 220 NM to centimetres: 220 NM x 1852 m/NM = 407,440 m = 40,744,000 cm. Scale = chart distance / actual distance = 40.7 cm / 40,744,000 cm = 1/1,001,081 which rounds to approximately 1:1,000,000. Options A (1:250,000) and D (1:500,000) would produce much larger chart measurements for 220 NM. Option B (1:2,000,000) would produce a smaller measurement.
Note: This question originally references chart annex NAV-031 showing the area around BKD VOR. The answer can be calculated from coordinates using the departure formula. - A) 42 km - B) 24 km - C) 42 NM - D) 24 NM
Correct: D)
Explanation: Both points are at approximately the same latitude (~53°N). The longitude difference is 12°11' - 11°33' = 38' of longitude. Using the departure formula: distance = difference in longitude (minutes) x cos(latitude) = 38 x cos(53°) = 38 x 0.602 = 22.9 NM. The small latitude difference (9') adds approximately 9 NM of meridional distance. Combined, the total is approximately 24 NM, matching option D. Options A and C (42 km/NM) overestimate the distance.
Correct: C)
Explanation: Convert 60.745 NM to centimetres: 60.745 x 1852 m = 112,499 m = 11,249,940 cm. Scale = 7.5 cm / 11,249,940 cm = 1/1,499,992, which rounds to 1:1,500,000. Option B (1:500,000) would require a much larger chart measurement. Option D (1:1,000,000) would give about 11.25 cm for this distance. Option A (1:150,000) would produce a massive chart measurement of 75 cm.
Correct: C)
Explanation: With West variation, magnetic north lies west of true north, making magnetic bearings larger than true bearings. The rule "West is Best" means add West variation: MC = TC + VAR(W) = 245° + 7° = 252°. Option D (238°) results from subtracting instead of adding. Option B (245°) applies no correction. Option A (007°) has no relationship to the calculation.
Correct: B)
Explanation: Ground speed = TAS - headwind component = 130 - 15 = 115 kt. Flight time = distance / GS = 210 NM / 115 kt = 1.826 hours = 1 hour 50 minutes. ETA = ETD + flight time = 0915 + 1:50 = 1105 UTC. Option A (1005) would imply only 50 minutes flight time (GS = 252 kt). Option C (1052) implies 97 minutes (GS = 130 kt — forgetting the headwind). Option D (1115) implies 2 hours (GS = 105 kt).
Correct: C)
Explanation: Ground speed = TAS - headwind = 105 - 12 = 93 kt. Flight time = 75 NM / 93 kt = 0.806 hours = 48.4 minutes, approximately 48 minutes. ETA = 1242 + 0:48 = 1330 UTC. Option A (1320) implies 38 minutes (GS = 118 kt). Option D (1356) implies 74 minutes (GS = 61 kt). Option B (1430) implies 108 minutes (GS = 42 kt).
Source: Segelflugverband der Schweiz - SFCLTheorieNavigationVersionSchweiz_Uebungen.pdf Download: https://www.segelflug.ch/wp-content/uploads/2024/01/SFCLTheorieNavigationVersionSchweiz_Uebungen.pdf
Permitted aids at the exam: ICAO 1:500'000 Switzerland chart, Swiss gliding chart, protractor, ruler, mechanical DR calculator, compass, non-programmable scientific calculator (TI-30 ECO RS recommended). No alphanumeric or electronic navigation computers allowed.
Explanation: Swiss VFR regulations define the latest permissible landing time as 30 minutes after official sunset (or the time specified in the relevant AIP documentation for civil twilight). The exact deadline depends on the date and is looked up in official sunset tables, then adjusted for the applicable time zone (CET = UTC+1 in winter, CEST = UTC+2 in summer). June 21 near the summer solstice gives the latest sunset; March and April dates have progressively later sunsets as spring advances. Always verify against the current eVFG tables.
Correct: MSA (Minimum Safe Altitude)
Explanation: On the Swiss ICAO 1:500,000 chart, large bold numbers near significant locations indicate the Minimum Safe Altitude (MSA) in hundreds of feet AMSL for that area. "87" means 8,700 ft MSL, guaranteeing at least 300 m (1,000 ft) obstacle clearance within a defined radius. Pilots use MSA values for en-route safety altitude planning, especially critical in Swiss mountainous terrain where the ground rises rapidly.
Correct: Der TC (True Course)
Explanation: Before a cross-country flight, the pilot must measure and mark the True Course (TC) on the navigation chart using a protractor aligned to the nearest meridian. The TC is the foundation for the entire heading calculation chain: TC (from chart) -> apply variation -> MC -> apply WCA -> TH -> apply deviation -> CH. Without the TC marked on the chart, subsequent navigation calculations cannot be performed accurately.
Correct: Mit Zeitmassstab ueberwachen, bekannte Positionen auf der Karte markieren
Explanation: Over featureless or complex terrain where visual landmarks are scarce, the pilot should monitor progress using elapsed time against a pre-calculated time scale and positively identify known landmarks by marking them on the chart. This dead reckoning technique with regular position fixes prevents the pilot from becoming lost or overshooting the destination. In a glider without GPS, accurate time management and systematic chart reference are critical for maintaining situational awareness during final glide.
Correct: Obergrenze der LS-R fuer Segelflug (SF mit reduzierten Wolkenabstaenden)
Explanation: On the Swiss gliding chart cover page, "GND" indicates the upper limit of specific restricted airspace zones (LS-R) designated for glider operations with reduced cloud separation minima. Within these zones, gliders may fly with less than the standard cloud clearance requirements applicable to other VFR traffic, provided the specified weather minima are met. Understanding the gliding chart cover page legend is essential for interpreting Swiss airspace privileges available to glider pilots.
Correct: Auf dem SF-Karte Deckblatt aufgefuehrt
Explanation: All glider communication frequencies — ground-to-air, air-to-air, and regional frequencies — are listed on the Swiss gliding chart cover page. These include the universal glider frequency (122.300 MHz) and region-specific frequencies for coordination in areas such as the Alps, Swiss Plateau, and Jura. Pilots must consult this information before flight to ensure proper communication, particularly when operating in busy soaring areas or near controlled airspace boundaries.
Correct: SF-Karte unten rechts
Explanation: The operating hours of Swiss military airspace and military air traffic services are printed in the lower right corner of the Swiss gliding chart. Military restricted areas associated with bases such as Payerne, Meiringen, and Emmen are only active during specified hours. Outside these hours, the airspace reverts to its underlying civil classification. Checking military activation times is critical for route planning through or near military airspace.
Correct: Stockhorn: 2190 m / 7185 ft; Stockhornbahn AGL: 180 m / 591 ft
Explanation: The Stockhorn (2190 m / 7185 ft MSL) is a prominent peak in the Bernese Prealps visible on the Swiss ICAO chart. Converting: 2190 m x 10/3 = 7300 ft (close to the published 7185 ft). The Stockhorn gondola cable (Stockhornbahn) is an aerial obstacle reaching 180 m AGL — cables and aerial lifts are marked on the gliding chart with their AGL height because they pose significant collision hazards to low-flying gliders that may be invisible until very close.
Correct: 188 m / 615 ft
Explanation: The Bantiger telecommunications tower near Bern, at coordinates N46°58.7' / E7°31.7', rises to 188 m AGL (615 ft AGL). On the ICAO and gliding charts, obstacles above 100 m AGL are marked with their height and may have obstruction lighting. Pilots must be able to read obstacle heights from the chart and convert between metres and feet to maintain safe clearance during low-altitude operations.
Correct: Status Tangosektor massgebend - nicht aktiv (Bale Info) bis FL100; wenn aktiv 1750 m oder hoeher mit Freigabe BSL
Explanation: Egerkingen lies beneath the Tango Sector, a dynamically activated portion of the Basel/Mulhouse TMA. When the Tango Sector is inactive (confirmed via Basel Info frequency), the area is available as uncontrolled airspace up to FL100. When active, the ceiling drops to 1750 m MSL and operations above require clearance from Basel Approach. This dynamic airspace requires pilots to check current activation status via radio or DABS before and during flight.
