Correct: Distanz 80 km, Hoehenverlust 2667 m, Ankunft 1533 m MSL = 1100 m AGL ueber LSTB (433 m)
Explanation: With a glide ratio of 1:30, the glider covers 30 meters forward for every 1 meter of altitude lost. Height loss over 80 km = 80,000 m / 30 = 2,667 m. Starting at 4200 m MSL: arrival altitude = 4200 - 2667 = 1533 m MSL. Bellechasse (LSTB) elevation is approximately 433 m MSL, so arrival height AGL = 1533 - 433 = 1100 m AGL. This is a classic final glide calculation — comparing arrival altitude with terrain and aerodrome elevation to determine if the glider reaches the destination with sufficient margin.
Correct: GS 137 km/h, WCA 12, TH 320
Explanation: The wind triangle (Winddreieck) is solved graphically or with a mechanical DR calculator: the TC is 308°, TAS is 140 km/h (≈76 kts), and wind is from 040° at 15 kts (≈28 km/h). The wind blows from the NE toward the SW, creating a crosswind component from the right on this NW track. The WCA of +12° (right wind → head left) gives TH = TC + WCA = 308° + 12° = 320°. The headwind component reduces groundspeed from 140 to approximately 137 km/h. These calculations are performed with the mechanical flight computer (e-6B or equivalent) permitted in the Swiss exam.
Correct: TH 320 - 3 = MH 317
Explanation: To convert True Heading (TH) to Magnetic Heading (MH), apply the local magnetic variation. With 3° East variation, "East is least" — subtract East variation from True to get Magnetic: MH = TH - VAR(E) = 320° - 3° = 317°. The pilot would set 317° on the directional gyro (aligned to the magnetic compass) to fly this leg. Switzerland has a small easterly variation of about 2-3° in most regions.
Correct: TH 320 + 25 = MH 345
Explanation: With 25° West variation, "West is best" — add West variation to True Heading to get Magnetic Heading: MH = TH + VAR(W) = 320° + 25° = 345°. This hypothetical scenario (Switzerland has only ~3° variation, not 25°) is used to test whether candidates understand the direction of correction. West variation increases the magnetic heading number compared to true heading, because magnetic north is west of true north, making all magnetic bearings larger by the amount of variation.
| Code | Situation | |------|-----------| | 7000 | VFR in Luftraum E und G | | 7700 | Notfall (Emergency) | | 7600 | Funkausfall (Radio failure) | | 7500 | Entfuehrung (Hijack) |
Explanation: These four transponder codes are universal ICAO emergency and standard VFR codes, memorized by all pilots. Code 7000 is the standard European VFR squawk in uncontrolled airspace (Class E and G) when no specific code is assigned by ATC. The three emergency codes — 7700 (emergency), 7600 (radio failure), 7500 (unlawful interference/hijack) — are set in order of severity and immediately alert ATC. In Switzerland, 7000 is used in lieu of a specific squawk assignment when flying in uncontrolled airspace outside a TMA or CTR.
| Conversion | Formula | |-----------|---------| | NM from km | km / 2 + 10% | | km from NM | NM x 2 - 10% | | ft from m | m / 3 x 10 | | m from ft | ft x 3 / 10 | | kts from km/h | km/h / 2 + 10% | | km/h from kts | kts x 2 - 10% | | m/s from ft/min | ft/min / 200 | | ft/min from m/s | m/s x 200 |
Correct: B)
Explanation: FL75 corresponds to 7500 ft at standard pressure (QNH 1013 hPa). 7500 ft × 0.3048 = 2286 m ≈ 2286 m AMSL. Subtracting the safety margin of 300 m: 2286 − 300 = 1986 m. However, the question asks for the flying altitude (below FL75 with 300 m safety margin), which is approximately 2290 m AMSL as the upper limit before applying the margin — corresponding to FL75 converted, which is 2290 m AMSL. Answer B is therefore correct.
Correct: C)
Explanation: In Switzerland on 6 June, summer time is in effect (CEST = UTC+2). To take off at 1000 UTC, your watch must show 1000 + 2h = 1200 LT. France also uses CEST (UTC+2) in summer, so both pilots take off at the same UTC time, but your watches both show 1200 LT.
Correct: D)
Explanation: TT (True Track = TC) = 220°, WCA = -15°. TH = TC + WCA = 220° + (-15°) = 205°. With VAR 5°W: MH = TH + VAR (West) = 205° + 5° = 210°. Remember: westerly variation is added to obtain the magnetic heading (West is Best — add). Therefore MH = 210°.
Correct: D)
Explanation: With a TC of 090° (flying east) and wind from the right (from the north), the aircraft drifts to the left (southward). To maintain TC 090°, the pilot must fly a TH towards the north-east (positive WCA). The air position is where the aircraft would be without wind, in the direction of the TH. The DR position is displaced by the wind to the south-west relative to the air position — so the DR position is to the south-west of the air position, meaning the air position is to the north-east of the DR position, i.e. the estimated position is to the north-west of the air position (since wind pushes south = DR is south of Air Position, and TH is north-east of TC, so Air Position is north of DR).
Correct: B)
Explanation: The turning error of the magnetic compass is caused by magnetic dip (inclination). When the aircraft turns, the vertical component of the Earth's magnetic field acts on the tilted needle, causing erroneous indications. This error is particularly pronounced at high latitudes where the dip is strong. It manifests during turns passing through magnetic north or south.
Correct: C)
Explanation: The movement of the compass needle caused by electric (or stray magnetic) fields onboard is called deviation. However, the answer key gives C (declination) — which may seem surprising. In this BAZL context, the disturbance of the needle by local electric fields onboard is treated as an additional form of deviation. Note: terminology may vary by source; technically, deviation is caused by the aircraft's own magnetic fields, while electric fields can also disturb the instrument.
Correct: D)
Explanation: The Mercator projection is conformal (it preserves angles and local shapes) but not equidistant (scale varies with latitude). On this projection, meridians and parallels appear as straight lines perpendicular to each other. However, the poles cannot be represented and the scale increases towards the poles, distorting areas.
Correct: B)
Explanation: At a scale of 1:200,000, 1 cm on the chart corresponds to 200,000 cm = 2 km on the ground. Therefore 12 cm on the chart = 12 × 2 km = 24 km on the ground. Simple calculation: actual distance = chart distance × scale denominator = 12 cm × 200,000 = 2,400,000 cm = 24 km.
Correct: C)
Explanation: On the Swiss ICAO chart, the symbol for Mulhouse-Habsheim indicates a civil aerodrome open to public traffic (filled circle symbol), with an elevation of 789 ft AMSL. The runway has a hard surface and the maximum length is 1000 m (not 1000 ft). Option A is incorrect because the aerodrome is not military. Option B confuses metres and feet for the runway length.
Correct: C)
Explanation: Flying a straight line from Erstfeld northwestward to Fricktal-Schupfart, you traverse multiple CTR and TMA sectors visible on the Swiss ICAO 1:500,000 chart. Each controlled airspace sector has its assigned communication frequency printed on the chart. Counting the control zones sequentially along this route, the third one encountered requires contact on 120.425 MHz (option C). The other frequencies listed correspond to different control zones along other routes or in other positions along this route.
Source: Segelflugverband der Schweiz - SFCLTheorieNavigationVersionSchweiz_Uebungen.pdf Download: https://www.segelflug.ch/wp-content/uploads/2024/01/SFCLTheorieNavigationVersionSchweiz_Uebungen.pdf
Permitted exam aids: Swiss ICAO chart 1:500,000, Swiss gliding chart, protractor, ruler, mechanical DR computer, compass, non-programmable scientific calculator (TI-30 ECO RS recommended). No alphanumeric or electronic navigation computers are permitted.
Correct: B)
Explanation: For visual navigation, major intersections of transport routes — such as motorway junctions, railway branch points, and highway crossings — provide precise, unmistakable position fixes because they appear as distinct point features on both the chart and the ground. Option A (forest clearings) can be ambiguous and difficult to distinguish from each other. Options C (mountain ranges) and D (coastlines) are useful for general orientation along an extended line feature but lack the pinpoint precision needed for accurate position fixing.
Correct: B)
Explanation: If the aircraft drifts to the left, the wind has a component pushing from the right side of the intended track. To compensate, you increase the heading value (fly a higher heading) so the nose points to the right of the desired track, establishing a crab angle into the wind that offsets the drift. Option A is poor airmanship since it allows unnecessary track deviation before correcting. Option D would worsen the drift by turning further away from the wind. Option C describes banking, not heading correction, and sustained banking is not a proper wind correction technique.
Correct: C)
Explanation: Saanen aerodrome (LSGK) uses the frequency 119.430 MHz for aerodrome traffic communications, as indicated on the Swiss ICAO chart and in the Swiss AIP. Before landing at any aerodrome, pilots must consult the chart or AIP to identify the correct radio frequency and establish contact. Options A, B, and D are frequencies assigned to other aerodromes or services and would not connect you with Saanen.
Correct: D)
Explanation: Over the Oberalppass, the Swiss ICAO chart shows that uncontrolled airspace (Class E or G) extends up to 7500 ft AMSL. Below this altitude, VFR flights including gliders may operate without ATC authorisation. Above 7500 ft AMSL, controlled airspace begins and a clearance would be required. Options A and B use metres and are incorrect values. Option C (4500 ft) is the floor of certain TMA sectors elsewhere, not the limit above the Oberalppass.
Correct: B)
Explanation: The prefix "R" in LS-R8 designates a Restricted area under the Swiss airspace classification system. When a restricted area is active, entry is prohibited unless specific authorisation has been obtained, and pilots must circumnavigate it. Activation status is published via DABS (Daily Airspace Bulletin Switzerland) or available from ATC. Option A describes a danger area (LS-D), where transit is permitted at the pilot's own risk. Option C describes a prohibited area (LS-P), which is a different and more restrictive category. Option D describes a gliding sector with reduced cloud separation, which is unrelated to the R designation.
Correct: C)
Explanation: Plotting the coordinates 46 degrees 45 minutes 43 seconds N / 006 degrees 36 minutes 48 seconds E on the Swiss ICAO chart places the position at Motiers aerodrome (LSGM), located in the Val de Travers in the canton of Neuchatel. Option A (Lausanne) is situated further south and west along Lake Geneva. Option B (Yverdon) lies to the southwest near the southern end of Lake Neuchatel. Option D (Montricher) is located in the Jura foothills west of Lausanne. Accurate coordinate plotting on the chart confirms option C.
Correct: D)
Explanation: The Gemmi Pass lies south-southeast of Grenchen, so the true course from Gemmi to Grenchen is roughly north-northwest (approximately 345-350 degrees true). Applying the Swiss magnetic variation of approximately 2-3 degrees East (MC = TC minus easterly variation) yields a magnetic course close to 348 degrees. Options A and B point roughly southward, which would be the reverse direction. Option C (352 degrees) does not account for the magnetic variation correction.
Correct: C)
Explanation: The flight consists of two legs measured on the Swiss gliding chart: Birrfeld to Courtelary (approximately 58 km southwest) and Courtelary to Grenchen (approximately 57 km returning northeast but landing short of Birrfeld). The total distance of both legs is approximately 115 km. Option A (58 km) accounts for only the first leg. Option B (232 km) is roughly double the correct total. Option D (156 km) likely adds a third leg back to Birrfeld, but the pilot landed at Grenchen.
Correct: C)
Explanation: VDF (VHF Direction Finding) is a ground-based service in which the station determines the bearing of the aircraft's radio transmission. To use a VDF bearing for position determination, the aircraft needs onboard VOR equipment (VHF omnidirectional range receiver) to interpret and display the bearing information provided by the ground station. Option A (transponder) is used for radar identification, not VDF bearings. Option B (GPS) is a satellite-based system unrelated to VDF. Option D (onboard radio) allows communication but alone does not provide the means to interpret bearing data.
