Correct: C)
Explanation: Per ICAO Annex 2 and SERA.3210, aircraft on final approach or landing always have priority over all other aircraft in flight or manoeuvring on the ground. This rule exists because aircraft on final approach have limited ability to manoeuvre and are in the most critical phase of flight. Option A (ground manoeuvring aircraft) must yield to landing traffic. Option B (aircraft in the circuit) have lower priority than those on final. Option D (aircraft with taxi clearance) must also give way to landing aircraft.
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- A) All runways at this aerodrome are closed.
- B) Glider flying in progress at this aerodrome.
- C) Only hard-surface runways are to be used for landing and takeoff.
- D) Takeoff and landing only on runways; other manoeuvres are not restricted to the use of runways and taxiways.
Correct: B)
Explanation: The signal shown indicates that glider flying is in progress at the aerodrome. This is a standard ICAO ground signal placed in the signals area to warn arriving and overflying aircraft that gliders may be operating in the vicinity, including tow-launching and soaring. Option A (all runways closed) uses a different signal. Option C (hard-surface runways only) is not what this signal communicates. Option D describes the dumbbell signal, which is a different ground marking entirely.
Correct: C)
Explanation: The pilot-in-command (PIC) is responsible for ensuring that all required documents are carried on board the aircraft before flight. This is established in ICAO Annex 2 and EASA/Swiss aviation regulations. The PIC must personally verify document compliance as part of pre-flight preparation. Option A (operator of air transport undertaking) and Option D (operator) have organisational responsibilities but the direct duty falls on the PIC. Option B (owner) may not be involved in the flight operation at all.
Correct: C)
Explanation: ATC radio instructions from the control tower take the highest precedence over all visual indicators when determining the runway direction in use. ATC has the most current and comprehensive situational awareness and may assign a runway that differs from what the windsock or landing T suggests. Option A (windsock) indicates wind direction but does not override ATC. Option B (landing T) is a visual indicator subordinate to ATC instructions. Option D (tower digits) provides general runway information but is superseded by direct ATC radio instructions.
Correct: D)
Explanation: Transponder code 7600 is the internationally standardised squawk for radio communication failure. Setting this code immediately alerts ATC that the pilot has lost radio contact and triggers loss-of-communications procedures. Option A (7000) is the standard European VFR conspicuity code and does not indicate any emergency. Option B (7500) is reserved for unlawful interference (hijacking). Option C (7700) is the general emergency code, not specifically for radio failure.
Correct: C)
Explanation: Per ICAO Annex 2 and SERA, deviation from the rules of the air is permitted only when necessary for safety reasons and only to the extent strictly required to address the safety concern. This is the sole legal exception. Option A is wrong because the exception is not limited to any specific airspace class. Option B is wrong because safety-driven deviations are permitted. Option D is wrong because unrestricted deviation is never allowed -- the safety justification must exist.
Correct: D)
Explanation: At 2100 m AMSL (approximately 6900 ft), which is well above 3000 ft AMSL and 1000 ft AGL, the SERA.5001 VMC minima in Class E airspace are: 8 km visibility, 300 m vertical cloud clearance, and 1500 m horizontal cloud clearance. Option A describes values for low-altitude uncontrolled airspace, far below the required minima. Option B has incorrect vertical and horizontal clearance values. Option C uses 5 km visibility, which does not match the Class E requirement at this altitude.
Correct: C)
Explanation: In Switzerland, a daytime VFR flight must be completed no later than sunset. Flying after sunset requires either a night flight qualification or special authorisation. Option A (30 minutes before end of civil twilight) is earlier than required. Option B (beginning of civil twilight) is ambiguous and does not correspond to the Swiss rule. Option D (end of civil twilight) is too late -- while "day" in aviation extends to the end of civil twilight, Swiss VFR completion requirements use sunset as the cut-off.
Correct: C)
Explanation: Under Swiss regulations, a pilot may use the aircraft radio to communicate with ATC without holding the specific radiotelephony extension, in airspaces where radio communication is required. The radiotelephony qualification is needed for certain controlled airspaces but basic radio use for ATC communication is permitted. Option A adds an unnecessary condition about not disrupting other communications. Option B is incorrect because the prohibition is not absolute. Option D adds a phraseology condition that, while good practice, is not the regulatory requirement.
Correct: D)
Explanation: Search and rescue (SAR) flights are permitted below prescribed minimum heights without special FOCA authorisation, to the extent operationally necessary to accomplish the rescue mission. The urgency and life-saving nature of SAR operations justifies this exemption. Option A (mountain flights), Option B (aerobatic flights), and Option C (aerial photography flights) all require specific authorisation to operate below minimum heights.
Correct: B)
Explanation: At FL 115 (above FL 100), the minimum VFR visibility required is 8 km. With only 5 km visibility, the VMC minima are not met, and VFR flight through an airway is not permitted regardless of airspace class or flight type. Option A (SVFR) is not applicable at flight levels -- SVFR is only authorised within CTRs. Option C is wrong because the visibility requirement applies in all airspace at this altitude. Option D (CVFR) does not waive the VMC visibility minima.
Correct: C)
Explanation: In Switzerland, formation flights are permitted provided the pilots-in-command have coordinated beforehand, agreeing on the formation procedures, positions, and responsibilities. No special FOCA authorisation is needed. Option A is wrong because FOCA authorisation is not required. Option B is incorrect because formation flights are not restricted to uncontrolled airspace. Option D is wrong because permanent radio contact, while useful, is not a regulatory requirement for formation flying.
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- A) Caution during approach and landing.
- B) This signal applies only to powered aircraft.
- C) The pilot may choose the landing direction.
- D) Landing prohibited.
Correct: D)
Explanation: A red square with two white diagonal crosses (St. Andrew's crosses) is the standard ICAO ground signal meaning "landing prohibited." It is placed in the signal square to warn all aircraft that the aerodrome is closed to landing operations. Option A (caution during approach) is a different signal. Option B is wrong because the signal applies to all aircraft, not just powered ones. Option C is wrong because the signal prohibits landing entirely rather than allowing direction choice.
Correct: C)
Explanation: A FIZ (Flight Information Zone) may be transited provided permanent radio contact with the Aerodrome Flight Information Service (AFIS) is maintained. If radio contact cannot be established, the rules of the underlying airspace class apply. Option A incorrectly requires FIS authorisation and English proficiency, which are not the actual requirements. Option B is wrong because transit is not prohibited -- it is permitted under conditions. Option D is wrong because transit is not unconditional; maintaining AFIS contact is required.
Correct: C)
Explanation: Per ICAO Annex 13, an aviation accident includes any event related to aircraft operation in which a person was killed or seriously injured, OR the aircraft sustained significant structural damage affecting its structural strength, performance, or flight characteristics. Both criteria independently qualify as an accident. Option A is incomplete because it covers only personal injury, omitting significant aircraft damage. Option B is too narrow -- an accident is not limited to crashes. Option D is wrong because costly repairs alone do not define an accident; the damage must significantly affect structural integrity or flight characteristics.
Correct: C)
Explanation: All observed or received signals -- whether ground signals, light signals, or radio signals -- are binding for the glider pilot. ICAO Annex 2 makes no distinction between signal types; compliance with all visual and radio signals is mandatory for all aircraft, including gliders. Option A is wrong because light signals are equally binding. Option B is wrong because signals are mandatory, not optional. Option D incorrectly excludes light signals for grounded aircraft, which are also binding.
Correct: B)
Explanation: Per SERA.5005, the minimum flight height over densely populated areas and large public gatherings is 150 m (500 ft) above the highest obstacle within a 600 m radius of the aircraft. This obstacle-based rule ensures adequate clearance from structures and protects people on the ground. Option A (300 m AGL) does not account for obstacle clearance. Option C (600 m AGL) is higher than the actual requirement. Option D describes a general safety principle but not the specific regulatory minimum.
Correct: C)
Explanation: In Switzerland, VFR flights may be conducted without ATC services in Class E and Class G airspace. Class E is controlled for IFR but does not require ATC interaction for VFR flights; Class G is entirely uncontrolled. Option A incorrectly includes Classes C and D, which require ATC clearance. Option B is too restrictive because Class E also permits VFR without ATC. Option D is wrong because Classes A and B either prohibit VFR or require ATC clearance.
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- A) The pilot may choose the landing direction.
- B) Caution during approach and landing.
- C) This signal applies only to powered aircraft.
- D) Landing prohibited.
Correct: B)
Explanation: The signal shown indicates caution during approach and landing, warning pilots to exercise extra care due to obstacles, poor surface conditions, or other hazards at the aerodrome. This is a standard ICAO ground signal placed in the signals area. Option A is wrong because the signal does not indicate free choice of landing direction. Option C is wrong because the signal applies to all aircraft types, not just powered aircraft. Option D describes a different signal (red square with white diagonal crosses).
Correct: B)
Explanation: Technical deficiencies discovered during aircraft operation must be recorded in the journey log (aircraft logbook/tech log). This is the official document tracking the aircraft's technical status and operational history, ensuring maintenance organisations are informed of defects requiring attention. Option A (maintenance manual) contains procedures, not deficiency records. Option C (aircraft flight manual) describes operating limitations and procedures. Option D (operations manual) covers organisational procedures, not individual aircraft defect tracking.
Correct: B)
Explanation: At the international level, there is no uniform ICAO rule on the use of cameras from aircraft. Each State is free to prohibit or regulate their use over its territory according to its own national laws, which may vary based on security, privacy, or military considerations. Option A is wrong because there is no blanket international prohibition. Option C is wrong because there is no blanket international permission either. Option D incorrectly distinguishes between private and commercial use at the international level, which is a national-level distinction.
Correct: C)
Explanation: White or other visible coloured signals placed horizontally on a runway indicate that the marked portion of the runway is not usable -- it may be closed, under construction, or degraded. Pilots must avoid landing on or rolling over these marked areas. Option A is wrong because these signals indicate closure, not active use. Option B describes a different ground signal (the glider operations symbol). Option D is a general caution signal displayed in the signals area, not on the runway itself.
Correct: C)
Explanation: When two licensed pilots fly together, each pilot may log the total flight time in their personal logbook, since both are qualified licence holders participating in the flight. This is in accordance with Swiss and ICAO logging rules. Option A is unnecessarily restrictive and does not reflect the regulation. Option B creates an arbitrary distinction based on who performed the landing. Option D (splitting time in half) has no basis in aviation regulations.
Correct: D)
Explanation: Per SERA.3210 and ICAO Annex 2, an overtaking aircraft must give way by altering course to the right, passing the slower aircraft on its right side. The overtaking aircraft bears full responsibility for maintaining safe separation throughout the manoeuvre. Option A (turn upward) and Option C (turn downward) are not the prescribed overtaking procedure. Option B (turn left) is incorrect -- the standard rule requires turning right to overtake.
Correct: C)
Explanation: In Switzerland, a domestic VFR flight plan is required when the flight needs to use air traffic control services, such as when transiting a CTR or TMA where ATC interaction is mandatory. Option A is too broad because not all controlled airspace requires a flight plan (e.g., Class E). Option B (Alps) does not automatically trigger a flight plan requirement. Option D (300 km distance) is not a Swiss flight plan criterion.
