Correct: C)
Explanation: Magnetic variation (also called declination) is the angle between true north (geographic) and magnetic north at any given location, which creates a difference between the true course and the magnetic course. Variation changes with location and over time as the magnetic poles shift. Deviation is the error introduced by the aircraft's own magnetic field on the compass, affecting the difference between magnetic north and compass north.
Correct: D)
Explanation: The magnetic course is the direction of the intended flight path (course line) measured clockwise from magnetic north. It differs from the true course by the local magnetic variation. Pilots use magnetic course because aircraft compasses point to magnetic north, making magnetic references more directly usable for navigation without additional corrections.
Correct: A)
Explanation: The True Course is the angle measured clockwise from true (geographic) north to the intended flight path (course line). It is determined from aeronautical charts, which are oriented to true north. To fly a true course, pilots must apply magnetic variation to get the magnetic course, then apply wind correction angle to get the true heading they must fly.
Correct: B)
Explanation: TH = TC + WCA = 183° + 11° = 194°. For variation: VAR is the difference between TC and MC, or equivalently between TH and MH. MH = 198°, TH = 194°, so the difference is 4°. Since MH > TH, magnetic north is east of true north, meaning variation is West (West variation adds to true to get magnetic: MH = TH + VAR, so 198° = 194° + 4°W). Mnemonic: "West is best" — West variation is added going True to Magnetic.
Correct: D)
Explanation: TH = TC + WCA = 183° + 11° = 194°. For deviation: DEV = CH - MH = 200° - 198° = +2°. However, the convention for deviation sign varies — if DEV is defined as what you subtract from CH to get MH, then DEV = -2°. Here CH = 200° > MH = 198°, meaning the compass reads 2° more than magnetic, so DEV = -2° (the compass is deflected eastward, requiring a negative correction). The answer is TH: 194°, DEV: -002°.
Correct: B)
Explanation: From Q29: VAR = 4° W (MH 198° > TH 194°, so West variation). From Q30: DEV = -002° (CH 200° > MH 198°, compass reads high, requiring negative deviation correction). The complete heading chain for this problem is: TC 183° → (+11° WCA) → TH 194° → (+4° W VAR) → MH 198° → (+2° DEV) → CH 200°. These three questions (Q29, Q30, Q31) all use the same dataset, testing different parts of the heading conversion chain.
Correct: C)
Explanation: Magnetic inclination (dip) is the angle at which the Earth's magnetic field lines intersect the horizontal plane. At the magnetic equator (the "aclinic line"), the field lines are horizontal and the dip angle is 0° — the lowest possible value. At the magnetic poles, the field lines are vertical (inclination = 90°). The magnetic equator does not coincide with the geographic equator.
Correct: B)
Explanation: Deviation is the error in a magnetic compass caused by the aircraft's own magnetic fields (from electrical equipment, metal structure, avionics). It is expressed as the angular difference between magnetic north (what the compass should indicate) and compass north (what it actually indicates). Deviation varies with the aircraft's heading and is recorded on a compass deviation card mounted near the instrument.
Correct: B)
Explanation: Compass north is the direction the compass needle actually points, which is determined by the combined effect of the Earth's magnetic field AND any local magnetic interference from the aircraft itself. Because of this aircraft-induced deviation, compass north differs from magnetic north. The compass reads this resultant direction, not pure magnetic north — hence the need for a deviation correction card.
Correct: D)
Explanation: Isogonic lines (also called isogonals) connect all points on Earth that have the same magnetic variation value. They are printed on aeronautical charts so pilots can read the local variation at their position and convert between true and magnetic headings. The agonic line is the special case where variation = 0°. Lines of equal magnetic inclination are called isoclinic lines; lines of equal field intensity are isodynamic lines.
Correct: C)
Explanation: The agonic line is a special isogonic line where magnetic variation equals zero — meaning true north and magnetic north coincide along this line. Aircraft flying along the agonic line need not apply any variation correction; true course equals magnetic course. There are currently two main agonic lines on Earth, passing through North America and through parts of Asia/Australia.
Correct: D)
Explanation: In international aviation, horizontal distances are officially measured in nautical miles (NM) and kilometers (km). The nautical mile is preferred for navigation because it directly relates to the angular measurement system (1 NM = 1 arcminute of latitude). Kilometers are also used, particularly in some countries and on certain charts. Feet and meters are used for vertical distances (altitude/height), not horizontal distance.
Correct: D)
Explanation: 1 foot = 0.3048 meters, so 1000 ft = 304.8 m ≈ 300 m. The quick conversion rule is: feet x 0.3 ≈ meters, or equivalently from the exam table: m = ft x 3 / 10. This approximation is accurate enough for practical navigation. For exam purposes: 1000 ft ≈ 300 m, 3000 ft ≈ 900 m, 10,000 ft ≈ 3000 m.
Correct: D)
Explanation: Using the conversion ft = m x 10 / 3 (from the exam table): 5500 x 10 / 3 = 55000 / 3 ≈ 18,333 ft ≈ 18,000 ft. Alternatively: 1 m ≈ 3.281 ft, so 5500 m x 3.281 ≈ 18,046 ft ≈ 18,000 ft. This altitude is significant in European airspace as it corresponds approximately to FL180 (the base of Class A airspace in some regions).
Correct: B)
Explanation: Runway numbers are based on the magnetic heading of the runway, rounded to the nearest 10° and divided by 10. Because the magnetic north pole drifts slowly over time, the local magnetic variation changes — even if the physical runway has not moved, its magnetic bearing changes. When this change is large enough to shift the rounded designation (e.g., from 055° to 065°), the runway is renumbered (from "06" to "07"). Major airports periodically update runway designations for this reason.
Correct: D)
Explanation: The direct reading (magnetic) compass is sensitive to any magnetic field, including those generated by electrical equipment, avionics, and metal components in the aircraft. This interference is called deviation. Electronic devices that draw current create electromagnetic fields that can deflect the compass needle. That is why pilots are required to record the deviation on a compass card and why compasses are mounted as far from interference sources as possible.
Correct: A)
Explanation: The Mercator projection is a cylindrical conformal projection where meridians and parallels are straight lines intersecting at right angles. Rhumb lines (constant bearing courses) appear as straight lines — making it useful for constant-heading navigation. However, the scale increases with latitude (Greenland appears as large as Africa) and great circles appear as curved lines. It is not an equal-area projection and is not suitable for high-latitude navigation.
Correct: D)
Explanation: On a Mercator chart, rhumb lines (constant compass bearing courses) appear as straight lines because the chart is constructed so that meridians are parallel vertical lines and parallels are horizontal lines — any line crossing meridians at a constant angle (a rhumb line) is therefore straight. Great circles, which follow the shortest path on the globe, curve toward the poles when projected onto the Mercator chart and therefore appear as curved lines (bowing toward the nearest pole).
Correct: A)
Explanation: The Lambert Conformal Conic projection is the standard for aeronautical charts (including ICAO charts used in Europe). It is conformal (angles and shapes are preserved locally), nearly true to scale between its two standard parallels, and great circles are approximately straight lines (making it excellent for plotting direct routes). It is NOT an equal-area projection. The Swiss ICAO 1:500,000 chart uses this projection.
Correct: C)
Explanation: Convert 220 NM to centimeters: 220 NM x 1852 m/NM = 407,440 m = 40,744,000 cm. Scale = chart distance / real distance = 40.7 cm / 40,744,000 cm = 1 / 1,000,835 ≈ 1 : 1,000,000. The ICAO chart of Switzerland used in the SPL exam is 1:500,000 scale; knowing how to calculate chart scale from measured and actual distances is a standard exam skill.
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 nearly the same latitude (~53°N), so the distance can be estimated using the departure formula. The longitude difference is 12°11' - 11°33' = 38' of longitude. At latitude 53°N, the distance per degree of longitude = 60 NM x cos(53°) ≈ 60 x 0.602 ≈ 36.1 NM/degree, so 38' = 0.633° x 36.1 ≈ 22.9 NM. The latitude difference adds a small component. The chart measurement confirms approximately 24 NM, making option D correct.
Correct: A)
Explanation: Convert 60.745 NM to cm: 60.745 x 1852 m/NM = 112,499 m = 11,249,900 cm. Scale = 7.5 / 11,249,900 ≈ 1 / 1,499,987 ≈ 1 : 1,500,000. This is a less common chart scale — for comparison, the ICAO chart used in Switzerland is 1:500,000 and the German half-million chart (ICAO Karte) is also 1:500,000.
Correct: C)
Explanation: When variation is West, magnetic north is west of true north, meaning magnetic bearings are higher (greater) than true bearings. The rule "West is best, East is least" means: West variation → add to True to get Magnetic. MC = TC + VAR(W) = 245° + 7° = 252°. Alternatively: MC = TC - VAR(E), so for West variation (negative East): MC = 245° - (-7°) = 252°.
Correct: D)
Explanation: Ground speed = TAS - headwind = 130 - 15 = 115 kt. Flight time = distance / GS = 210 NM / 115 kt = 1.826 h = 1 h 49.6 min ≈ 1 h 50 min. ETA = ETD + flight time = 0915 + 1:50 = 1105 UTC. This is a standard time/distance/speed calculation. Always compute GS first by applying wind component, then divide distance by GS for time.
Correct: B)
Explanation: Ground speed = TAS - headwind = 105 - 12 = 93 kt. Flight time = 75 NM / 93 kt = 0.806 h = 48.4 min ≈ 48 min. ETA = 1242 + 0:48 = 1330 UTC. Option A (1356) would correspond to a GS of about 62 kt; option D (1320) would correspond to a GS of about 113 kt. Carefully subtracting the headwind from TAS before dividing gives the correct result.
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.
