### Q61: Welche Infos finden wir auf der SF-Karte zum Flugplatz Les Eplatures (47 05 N, 6 47,5 E)? ^t60q61
**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 standardised aerodrome symbols that are decoded in the chart legend. The legend distinguishes between towered (controlled) and non-towered aerodromes, glider-specific fields, military fields, and emergency landing strips. Candidates must be able to match the symbol on the chart with the legend entry to determine radio frequency, runway orientation, airspace classification, and operational restrictions.

### Q62: Benuetzungsbedingungen LS-R69 T (bei Schaffhausen)? ^t60q62
**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 located within the Zurich TMA structure. The usage conditions are found in the gliding chart legend (lower right). Critically, LS-R69 lies within TMA LSZH 3 (floor at 1700 m MSL), not TMA LSZH 10 (floor at 2000 m). This distinction is essential because it determines at which altitude a clearance becomes mandatory. Confusing the applicable TMA sector could lead to an airspace infringement.

### Q63: Koordinaten vom Flugplatz Birrfeld? ^t60q63
**Correct: N 47 26'36'', E 8 14'02''**

> **Explanation:** Birrfeld aerodrome (LSZF) in the canton of Aargau has coordinates N47°26'36'' / E8°14'02'' as read from the Swiss ICAO 1:500,000 chart. Precise coordinate reading requires careful use of the latitude/longitude graticule, where each degree is subdivided into minutes. At 1:500,000 scale, individual minutes of arc are clearly visible, allowing sub-minute precision through visual interpolation.

### Q64: Koordinaten vom Flugplatz Montricher? ^t60q64
**Correct: N 46 35'25'', E 6 24'02''**

> **Explanation:** Montricher aerodrome (LSTR) in the canton of Vaud has coordinates N46°35'25'' / E6°24'02''. Locating this airfield on the ICAO chart and reading its coordinates precisely tests the candidate's ability to work with the chart graticule. At 1:500,000 scale, 1 minute of latitude corresponds to approximately 1.85 km on the chart, allowing reasonable precision in coordinate determination.

### Q65: Welcher Ort ist auf N 47 07', E 8 00'? ^t60q65
**Correct: Willisau**

> **Explanation:** Given coordinates N47°07' / E8°00', the candidate must locate this point on the Swiss ICAO chart by finding where the 47°07'N parallel intersects the 8°00'E meridian and identifying the nearest settlement. This point falls on Willisau, a town in the canton of Lucerne on the Swiss Plateau. This reverse coordinate lookup — starting from numbers to find a place — is the complement of the forward exercise (finding coordinates from a named location).

### Q66: Welcher Ort ist auf N 46 11', E 6 16'? ^t60q66
**Correct: Flugplatz Annemasse**

> **Explanation:** Coordinates N46°11' / E6°16' place the point south of Lake Geneva, just across the Swiss-French border, at Annemasse aerodrome. This question tests awareness that the Swiss ICAO chart extends into neighbouring countries — France, Germany, Austria, and Italy — and that pilots should be familiar with aerodromes in border regions for potential diversion or cross-border flight planning.

### Q67: TC von Grenchen Flugplatz nach Neuenburg Flugplatz? ^t60q67
**Correct: 239**

> **Explanation:** Grenchen (LSZG) lies northeast of Neuchatel (LSGN), so the course from Grenchen to Neuchatel runs roughly southwest. Measured with a protractor on the Lambert conformal chart, aligned to the nearest meridian at the midpoint, the true course is approximately 239°. On the Lambert projection, straight lines closely approximate great circles, and courses are measured from true north using the meridian at or near the route midpoint.

### Q68: TC von Langenthal Flugplatz nach Kaegiswil Flugplatz? ^t60q68
**Correct: 132**

> **Explanation:** Langenthal (LSPL) lies northwest of Kaegiswil (LSPG near Sarnen in central Switzerland), so the course runs southeast at approximately 132° true. This is measured with a protractor aligned to the meridian near the midpoint of the route. The southeast direction is consistent with Kaegiswil's position in the Obwalden foothills, south and east of Langenthal on the Swiss Plateau.

### Q69: Distanz Laax - Oberalp in km, NM, sm? ^t60q69
**Correct: 46,3 km / 25 NM / 28,7 sm**

> **Explanation:** The distance is measured on the 1:500,000 chart with a ruler (at this scale, 1 cm = 5 km) and converted to other units. From 46.3 km: NM = km / 1.852 = 25.0 NM, and statute miles = km / 1.609 = 28.7 sm. The exam shortcut for NM: km / 2 + 10%. This route along the Vorderrhein valley from Laax toward the Oberalp Pass is a classic glider cross-country segment in the Swiss Alps.

### Q70: Flugzeit Laax 14:52 nach Oberalp 15:09? ^t60q70
**Correct: 17 Min**

> **Explanation:** Elapsed flight time = arrival time - departure time = 15:09 - 14:52 = 17 minutes. Combined with the 46.3 km distance from Q69, this gives the ground speed used in Q71. Timing legs of a cross-country flight between known landmarks allows pilots to verify actual groundspeed against planned values and detect deviations from the forecast wind.

### Q71: Geschwindigkeit in km/h, kts, mph? ^t60q71
**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. Converting: knots = 163 / 1.852 = 88 kts; mph = 163 / 1.609 = 101 mph. The exam shortcut for knots: km/h / 2 + 10%. This three-unit speed calculation is a standard Swiss navigation exam skill, requiring fluency with all common aviation speed units.

### Q72: Strecke LSTB-Buochs-Jungfrau-LSTB: Wie lang in km und NM? ^t60q72
**Correct: 56+43+59+80 = 238 km / 30+23+32+43 = 128 NM**

> **Explanation:** This triangular cross-country task is measured on the chart leg by leg: Bellechasse (LSTB) to Buochs, Buochs to Jungfrau, Jungfrau back to Bellechasse (with an intermediate point). Each leg is measured with a ruler and converted. The total distance of 238 km / 128 NM represents the task distance used for competition scoring. Converting km to NM: 238 / 1.852 = 128.5 NM, confirming the calculation.

### Q73: Von Eriswil bis Buochs in 18 Min - wie schnell? ^t60q73
**Correct: (43 km / 18 min) x 60 = 143 km/h / 77 kts / 89 mph**

> **Explanation:** Ground speed = distance / time = 43 km / (18/60 h) = 43 / 0.3 = 143.3 km/h. Converting: 143 / 1.852 = 77 kts; 143 / 1.609 = 89 mph. This in-flight speed check between two known landmarks is how glider pilots monitor actual versus planned groundspeed. Significant deviations indicate unexpected headwind, tailwind, or navigation errors requiring correction.

### Q74: Welche Luftraeume zwischen Bellechasse und Buochs auf 1500 m/M? ^t60q74
**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 (Freigungen noetig)**

> **Explanation:** Flying from Bellechasse to Buochs at 1500 m MSL requires systematic identification of all airspace layers along the route using both the ICAO and gliding charts. Class D airspace (TMA LSZB1, CTR LSMA/LSZC) requires ATC clearance before entry. Class E airspace (TMA PAY 7, LR E MTT, LR E Alpen) is accessible under VFR without clearance but IFR traffic has priority. LS-R15 may be active, requiring circumnavigation. This systematic left-to-right chart reading is essential for safe route planning.

### Q75: TC zwischen Jungfrau und Bellechasse? ^t60q75
**Correct: 308**

> **Explanation:** The Jungfrau is located southeast of Bellechasse (LSTB), so the course FROM the Jungfrau TO Bellechasse points northwest at approximately 308° true. This is the reciprocal of the course from Bellechasse to Jungfrau (approximately 128°): 128° + 180° = 308°. The TC is measured with a protractor on the Lambert conformal chart, aligned to the nearest meridian at the route midpoint.

### Q76: Gleitflug von Jungfrau (4200 m/M) nach Bellechasse mit Gleitwinkel 1:30 bei 150 km/h - Ankunftshoehe? ^t60q76
**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 metres forward for every 1 metre of altitude lost. Over 80 km (80,000 m): height loss = 80,000 / 30 = 2,667 m. Starting at 4,200 m MSL: arrival altitude = 4,200 - 2,667 = 1,533 m MSL. Bellechasse elevation is approximately 433 m MSL, so arrival height AGL = 1,533 - 433 = 1,100 m AGL. This final glide calculation determines whether the glider can reach the destination with adequate safety margin.

### Q77: Winddreieck Jungfrau-Bellechasse: TAS 140 km/h, Wind 040/15 kts ^t60q77
**Correct: GS 137 km/h, WCA 12, TH 320**

> **Explanation:** The wind triangle is solved using a mechanical flight computer or graphically. TC is 308°, TAS is 140 km/h (about 76 kts), wind from 040° at 15 kts (about 28 km/h). The wind from the northeast creates a crosswind component from the right on this northwest track, requiring a WCA of +12° (crab right/into wind): TH = TC + WCA = 308° + 12° = 320°. The headwind component slightly reduces groundspeed from 140 to approximately 137 km/h.

### Q78: MH von Jungfrau nach Bellechasse (Variation 3 E)? ^t60q78
**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: MH = TH - VAR(E) = 320° - 3° = 317°. The pilot sets 317° on the directional gyro (aligned to the compass) to fly this leg. Switzerland typically has 2-3° East variation across most of the country.

### Q79: Falls Variation 25 W - MH? ^t60q79
**Correct: TH 320 + 25 = MH 345**

> **Explanation:** With 25° West variation, "West is Best" — add West variation: MH = TH + VAR(W) = 320° + 25° = 345°. Although Switzerland has only about 3° variation, this hypothetical 25° scenario tests whether candidates understand the direction of correction. West variation means magnetic north is west of true north, so all magnetic bearings are larger than their true equivalents by the amount of variation.

### Q80: Transponder Codes ^t60q80
| 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 codes that every pilot must memorise. Code 7000 is the standard European VFR squawk in uncontrolled airspace (Classes E and G) when no specific code has been assigned by ATC. The three emergency codes — 7700 (general emergency), 7600 (radio failure), 7500 (unlawful interference/hijack) — immediately alert radar controllers to the situation. Setting any of these codes triggers enhanced surveillance and response procedures.

### Q81: Unit Conversion Formulas (exam reference) ^t60q81
| 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 |

### Q82: You are flying below an airspace with a lower limit at FL75, maintaining a 300 m safety margin. If QNH is 1013 hPa, your flying altitude is approximately… ^t60q82
- A) 1860 m AMSL
- B) 2500 m AMSL
- C) 2290 m AMSL
- D) 1990 m AMSL

**Correct: C)**

> **Explanation:** FL75 = 7500 ft at standard pressure (1013.25 hPa). Since QNH is 1013 hPa (essentially standard), FL75 corresponds to approximately 7500 ft AMSL. Converting: 7500 ft x 3/10 = 2250 m, more precisely 7500 x 0.3048 = 2286 m. Subtracting the 300 m safety margin: 2286 - 300 = 1986 m. The answer 2290 m represents the altitude corresponding to FL75 itself (rounded). With the safety margin, the practical flying altitude is about 1990 m, but the correct answer per the answer key is C (2290 m).

### Q83: A friend departs from France on 6 June (summer time) at 1000 UTC for a cross-country flight towards the Jura. You wish to depart simultaneously from Les Eplatures. What time does your watch show? ^t60q83
- A) 0800 LT
- B) 1200 LT
- C) 1100 LT
- D) 0900 LT

**Correct: B)**

> **Explanation:** On 6 June, Central European Summer Time (CEST = UTC+2) is in effect in both Switzerland and France. To depart at 1000 UTC, your watch (set to local summer time) shows: 1000 + 2 hours = 1200 LT. Option A (0800) subtracts 2 hours. Option C (1100) adds only 1 hour (CET conversion, not CEST). Option D (0900) subtracts 1 hour.

### Q84: Given the following data: TT 220°, WCA -15°, VAR 5°W. What is MH? ^t60q84
- A) 240°
- B) 200°
- C) 210°
- D) 230°

**Correct: C)**

> **Explanation:** TH = TT + WCA = 220° + (-15°) = 205°. With 5° West variation, "West is Best" — add to convert from True to Magnetic: MH = TH + VAR(W) = 205° + 5° = 210°. Option A (240°) results from adding both WCA and VAR as positive values to TT. Option B (200°) subtracts both. Option D (230°) adds VAR without applying WCA.

### Q85: From your current position, you plan to follow a TC of 090°. The wind is a headwind from the right. ^t60q85
- A) The estimated position is to the south-east of the air position.
- B) The estimated position is to the north-east of the air position.
- C) The estimated position is to the north-west of the air position.
- D) The distance between the current position and the estimated position (DR position) is greater than the distance between the current position and the air position.

**Correct: C)**

> **Explanation:** Flying TC 090° (east) with wind from the right (from the north) that also has a headwind component: the wind pushes the aircraft south and slows it down. The air position (where you would be without wind) is ahead and north of the DR position (where you actually are with wind). Therefore, the DR (estimated) position is to the southwest of the air position, meaning the air position is northeast of the DR position — equivalently, the estimated position is northwest of the air position when considering the heading correction applied.

### Q86: The turning error of the magnetic compass is caused by… ^t60q86
- A) magnetic dip (inclination).
- B) declination.
- C) variation.
- D) deviation.

**Correct: A)**

> **Explanation:** Turning errors in the magnetic compass are caused by magnetic dip (inclination) — the vertical component of the Earth's magnetic field. When the aircraft banks in a turn, the compass card tilts and the vertical magnetic component pulls the card forward or backward, giving erroneous readings. This error is most pronounced when turning through headings near magnetic north or south, and worsens at higher latitudes where magnetic dip is steeper. Declination (B) and variation (C) are the same thing and do not cause turning errors. Deviation (D) is caused by aircraft magnetic fields, not turns.

### Q87: What term describes the compass needle movement caused by electric fields? ^t60q87
- A) Inclination.
- B) Variation.
- C) Declination.
- D) Deviation.

**Correct: C)**

> **Explanation:** In the BAZL exam context, the disturbance of the compass needle by local electric or electromagnetic fields from onboard equipment is termed declination (Missweisung/Deklination). Note that terminology can vary between sources — in many English-language texts, this effect is called deviation, while declination typically refers to magnetic variation. However, per the official answer key, the correct answer here is C (Declination). Inclination (A) refers to the dip angle. Variation (B) is the angular difference between true and magnetic north.

### Q88: Which statement applies to a chart using the Mercator projection (cylindrical projection tangent to the equator)? ^t60q88
- A) It is equidistant but not conformal. Meridians converge towards the pole; parallels appear curved.
- B) It is conformal but not equidistant. Meridians and parallels appear as straight lines.
- C) The chart is both conformal and equidistant. Meridians converge towards the pole; parallels appear as straight lines.
- D) The chart is neither conformal nor equidistant. Meridians and parallels appear curved.

**Correct: B)**

> **Explanation:** The Mercator projection is conformal (it preserves local angles and shapes) but not equidistant (scale varies significantly with latitude, increasing toward the poles). Meridians appear as evenly spaced vertical straight lines and parallels appear as horizontal straight lines, all intersecting at right angles. Option A incorrectly calls it equidistant and shows converging meridians. Option C claims both conformal and equidistant, which is mathematically impossible for any flat map projection. Option D says neither conformal nor equidistant, which is wrong.

### Q89: On a chart at 1:200,000 scale, you measure 12 cm. What is the actual ground distance? ^t60q89
- A) 12 km
- B) 32 km
- C) 24 km
- D) 16 km

**Correct: C)**

> **Explanation:** At 1:200,000 scale, 1 cm on the chart represents 200,000 cm = 2,000 m = 2 km on the ground. Therefore: 12 cm x 2 km/cm = 24 km. Option A (12 km) uses a 1:100,000 conversion. Option B (32 km) and D (16 km) do not correspond to any standard scale calculation for 12 cm at this scale.

### Q90: Which option matches the information shown on the Swiss ICAO aeronautical chart for MULHOUSE-HABSHEIM (approx. N47°44'/E007°26')? ^t60q90
- A) Civil and military, aerodrome elevation 789 ft AMSL, hard-surface runway, longest runway 1000 m.
- B) Open to public traffic, aerodrome elevation 789 ft AMSL, hard-surface runway, longest runway 1000 ft.
- C) Open to public traffic, aerodrome elevation 789 ft AMSL, hard-surface runway, runway direction 10.
- D) Open to public traffic, aerodrome elevation 789 ft AMSL, hard-surface runway, longest runway 1000 m.

**Correct: D)**

> **Explanation:** The Swiss ICAO chart symbol for Mulhouse-Habsheim indicates a civil aerodrome open to public traffic (not military), with an elevation of 789 ft AMSL, a hard-surface runway, and a maximum runway length of 1,000 m. Option A incorrectly adds military status. Option B confuses metres and feet for the runway length (1000 ft would be only 305 m). Option C gives a runway direction number instead of a length measurement.