Explanation: Swiss VFR regulations define the end of the flying day as 30 minutes after official sunset (or a specified time after evening civil twilight). The landing deadline is looked up in official sunset tables and adjusted for the applicable time zone (MEZ = UTC+1 in winter, MESZ = UTC+2 in summer). June 21 is near the summer solstice, giving the latest sunset of the year; March dates are in standard time (MEZ). Always verify the current eVFG tables, as these values are date and location dependent.
Correct: MSA (Minimum Safe Altitude)
Explanation: On the Swiss ICAO 1:500,000 chart, large bold numbers printed near certain cities or waypoints indicate the Minimum Safe Altitude (MSA) in hundreds of feet for that area (so "87" means 8,700 ft MSL). The MSA provides obstacle clearance of at least 300 m (1000 ft) within a defined radius. Pilots use these values for en-route safety altitude planning, especially important in mountainous terrain like the Swiss Jura and Alps.
Correct: Der TC (True Course)
Explanation: Before a cross-country flight, the pilot should measure and mark the True Course (TC) on the navigation chart using a protractor referenced to the nearest meridian. The TC is the foundation for all subsequent heading calculations: TC → apply variation → MC → apply wind correction → TH → apply deviation → CH. Marking the TC on the chart ensures consistent reference throughout the flight planning process and allows in-flight verification of track.
Correct: Mit Zeitmassstab ueberwachen, bekannte Positionen auf der Karte markieren
Explanation: When approaching a destination over navigationally challenging terrain (forests, featureless plains, or complex topography), the pilot should monitor progress using elapsed time against a pre-calculated time scale, and positively identify known landmarks (towns, rivers, roads) and mark them on the chart. This technique — essentially dead reckoning with regular position fixes — prevents the pilot from overflying the destination or becoming lost. In a glider without GPS, time management is critical to ensure arrival with sufficient altitude.
Correct: Obergrenze der LS-R fuer Segelflug (SF mit reduzierten Wolkenabstaenden)
Explanation: On the Swiss gliding chart cover page, "GND" indicates the lower limit (ground) of certain restricted areas, and the term specifically refers to the upper boundary of LS-R (Luftraum-Segelflug-Reservate) available for gliders operating with reduced cloud separation minima. These zones allow gliders to fly in conditions that would otherwise require instrument flight rules, provided specific weather minima are met. Understanding the legend on the gliding chart cover page is essential for Swiss exam candidates.
Correct: Auf dem SF-Karte Deckblatt aufgefuehrt
Explanation: The Swiss gliding chart cover page contains a complete list of glider frequencies, including ground-to-air and air-to-air communication frequencies organized by region. Common Swiss glider frequencies include 122.300 MHz (universal glider frequency) and regional variants. These must be known before flight as gliders may need to coordinate with each other and with ground stations, especially in busy areas like the Alps or near controlled airspace.
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 (such as those associated with Payerne, Meiringen, and Emmen air bases) may only be active during specific hours, and knowing these hours is critical for planning routes through or near militarily controlled areas. Outside activation times, these areas revert to standard civil airspace classifications.
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. Its elevation appears in meters on the chart, and pilots must be able to convert to feet (using ft = m x 10/3: 2190 x 10/3 = 7300 ft, closely matching 7185 ft). The Stockhorn gondola cable (Stockhornbahn) represents an aerial obstacle 180 m AGL — cables and lifts are marked with AGL heights on the gliding chart as they pose significant hazards to low-flying gliders.
Correct: 188 m / 615 ft
Explanation: The Bantiger tower near Bern is a communication mast shown on the Swiss ICAO and gliding charts at coordinates N46°58.7' / E7°31.7'. Its height is 188 m AGL (615 ft AGL). On the chart, obstacle heights are given in both meters and feet — exam candidates must be able to read the chart and convert between units. Obstacles above 100 m AGL are typically marked with their height and may have obstruction lighting.
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 portion of Swiss airspace associated with the Basel/Mulhouse (LFSB/EuroAirport) TMA. When the Tango Sector is inactive (check with Basel Info on the appropriate frequency), the area is uncontrolled airspace up to FL100. When active, the upper limit drops to 1750 m MSL and operations above require a clearance from Basel Approach. This dynamic airspace structure is specific to the Swiss airspace system and requires checking NOTAMs and AIP Switzerland before flight.
Correct: SF-Karte Legende (symbols for controlled vs. uncontrolled fields)
Explanation: Les Eplatures (LSGC) near La Chaux-de-Fonds appears on the Swiss gliding chart with symbols decoded in the chart legend. The legend distinguishes between towered (controlled) and non-towered airfields, glider-specific aerodromes, military fields, and emergency landing strips. Candidates must be able to read the legend and determine the relevant operational information (radio frequencies, runway orientation, airspace class) for any airfield depicted on the chart.
Correct: SF-Karte Legende unten rechts. Achtung: Textbox auf Grenze TMA LSZH 10 (2000 m) und TMA LSZH 3 (1700 m); LSR69 liegt in TMA 3
Explanation: LS-R69 is a glider restricted area near Schaffhausen that lies within the Zurich TMA structure. The area overlaps with TMA LSZH 3 (lower limit 1700 m MSL), not TMA LSZH 10 (2000 m) — this distinction is critical because it determines the altitude at which a clearance becomes necessary. Usage conditions are found in the chart legend lower right, and the text boxes on the chart itself clarify which TMA segment applies. Misidentifying the applicable TMA layer could lead to an airspace infringement.
Correct: N 47 26'36'', E 8 14'02''
Explanation: Birrfeld (LSZF) is a glider aerodrome in the canton of Aargau, Switzerland. Reading exact coordinates from the ICAO 1:500,000 chart requires careful use of the latitude and longitude graticule — each degree is divided into minutes, and at this scale, individual minutes of arc are clearly readable. The ability to read and record precise coordinates is tested because pilots may need to report positions to ATC or verify their location against chart features.
Correct: N 46 35'25'', E 6 24'02''
Explanation: Montricher (LSTR) is a glider airfield in the canton of Vaud, in the French-speaking region of Switzerland. Its coordinates place it on the Swiss Plateau west of Lausanne. Locating it precisely on the ICAO chart and reading the graticule accurately requires practice — at 1:500,000 scale, 1 minute of latitude ≈ 1 NM ≈ 1.85 km, allowing sub-minute precision to be interpolated visually from the grid.
Correct: Willisau
Explanation: Given a set of coordinates, the candidate must locate the point on the Swiss ICAO chart by finding the correct latitude (47°07'N) and longitude (8°00'E) lines and reading the nearest landmark. Willisau is a town in the canton of Lucerne, on the Swiss Plateau. This exercise tests reverse coordinate lookup — starting from numbers and finding the geographic feature, as opposed to the forward direction (finding coordinates from a named place).
Correct: Flugplatz Annemasse
Explanation: These coordinates place the point south of Lake Geneva (Lac Léman) at approximately N46°11' / E6°16', which corresponds to Annemasse aerodrome — a French airfield just across the Swiss-French border near Geneva. This question tests not only chart reading but also awareness that the Swiss ICAO chart extends into neighboring countries (France, Germany, Austria, Italy), and pilots should recognize aerodromes in border regions.
Correct: 239
Explanation: To find the true course between two airfields, place a protractor on the chart aligned to the nearest meridian and measure the angle of the straight line connecting the two points. Grenchen (LSZG) is northeast of Neuenburg/Neuchâtel (LSGN), so the course from Grenchen to Neuchâtel runs roughly southwest — approximately 239° true. On the Lambert conformal chart, straight lines closely approximate great circles, and courses are measured from true north at the midpoint meridian.
Correct: 132
Explanation: Langenthal (LSPL) is northwest of Kaegiswil (LSPG near Sarnen), so the course from Langenthal to Kaegiswil runs roughly southeast — approximately 132° true. This is measured with a protractor on the ICAO chart, aligned to the meridian passing through or near the midpoint of the route. The course of 132° places the destination to the SE, consistent with Kaegiswil's position in the foothills near Lake Sarnen.
Correct: 46,3 km / 25 NM / 28,7 sm
Explanation: The distance is measured with a ruler on the 1:500,000 chart and converted using the scale bar. At 1:500,000, 1 cm on the chart = 5 km in reality. Once the distance in km is known, conversion follows: NM = km / 1.852 ≈ km / 2 + 10% (exam formula), and statute miles = km / 1.609. This route runs along the Vorderrhein valley from Laax ski area toward the Oberalp Pass — a classic Swiss glider cross-country segment.
Correct: 17 Min
Explanation: Simply subtract departure time from arrival time: 15:09 - 14:52 = 17 minutes. This elapsed flight time, combined with the distance from Q69, gives the speed for Q71. In practice, timing legs of a cross-country flight allows the pilot to verify actual groundspeed against planned groundspeed and detect headwind or tailwind differences from the forecast.
Correct: 163 km/h / 88 kts / 101 mph
Explanation: Ground speed = distance / time = 46.3 km / (17/60) h = 46.3 / 0.2833 = 163.4 km/h ≈ 163 km/h. Converting: kts = km/h / 1.852 ≈ 163 / 2 + 10% ≈ 88 kts; mph = km/h / 1.609 ≈ 101 mph. This three-unit speed result is typical of Swiss navigation exam questions, requiring fluency with all three speed units and their conversion relationships.
Correct: 56+43+59+80 = 238 km / 30+23+32+43 = 128 NM
Explanation: This is a triangular cross-country task measured on the chart: from Bellechasse (LSTB) to Buochs, then to the Jungfrau, and back to Bellechasse. Each leg is measured separately with a ruler on the 1:500,000 chart and the distances summed: 56 + 43 + 59 + 80 = 238 km total. Converting each leg to NM individually then summing (or converting the total: 238 / 1.852 ≈ 128 NM) gives the total task distance used for competition scoring and exam questions.
Correct: (43 km / 18 min) x 60 = 143 km/h / 77 kts / 89 mph
Explanation: Ground speed = (distance / time) x 60 to convert minutes to hours: (43 km / 18 min) x 60 = 143.3 km/h ≈ 143 km/h. The 43 km distance is taken from the chart measurement for this leg. Converting: kts ≈ 143 / 1.852 ≈ 77 kts; mph ≈ 143 / 1.609 ≈ 89 mph. This type of in-flight speed check — measuring elapsed time between two known points — is how glider pilots monitor actual vs. planned groundspeed during cross-country flights.
Correct: TMA PAY 7 (E), TMA LSZB1 (D - Freigabe noetig), LR E MTT, LR E Alpen, LS-R15 (falls aktiv), TMA LSME 2, CTR LSMA/LSZC (Freigaben noetig)
Explanation: This question requires reading all airspace layers on the route between Bellechasse and Buochs at 1500 m MSL, using both the ICAO chart and the gliding chart. Airspace Class D areas (TMA LSZB1, CTR LSMA/LSZC) require an ATC clearance before entry. Airspace Class E areas (TMA PAY 7, LR E MTT, LR E Alpen) are accessible under VFR without clearance but IFR flights have priority. LS-R15 is a glider area that may be active. Systematic left-to-right reading of the chart along the route is the required technique.
Correct: 308
Explanation: The Jungfrau is located southeast of Bellechasse (LSTB), so the course FROM Jungfrau TO Bellechasse points northwest. A bearing of 308° is northwest of north, consistent with this geometry. The TC is measured with a protractor on the Lambert conformal chart, aligned to the meridian at the midpoint of the route. Note that this is the reciprocal of the course from Bellechasse to Jungfrau (approximately 128°), which confirms 308° is directionally correct.
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.
