### Q91: After a thermal flight in the Alps, you glide in a straight line from Erstfeld (46°49'00"N/008°38'00"E) towards Fricktal-Schupfart (47°30'32"N/007°57'00"). You pass through several control zones. On which frequency do you call the third control zone? ^t60q91 - A) 134.125 - B) 124.7 - C) 120.425 - D) 122.45 **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 - SFCL_Theorie_Navigation_Version_Schweiz_Uebungen.pdf > Download: https://www.segelflug.ch/wp-content/uploads/2024/01/SFCL_Theorie_Navigation_Version_Schweiz_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. ### Q92: Which geographic features are most useful for orientation during flight? ^t60q92 - A) Clearings within large forests. - B) Major intersections of transport routes. - C) Long mountain ranges or hills. - D) Elongated coastlines. **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. ### Q93: During flight, you notice that you are drifting to the left. What action do you take to stay on your desired track? ^t60q93 - A) You wait until you have deviated a certain amount from your track, then correct to regain the desired track. - B) You fly a higher heading and crab with the nose pointing right. - C) You bank the wing into the wind. - D) You fly a lower heading and crab with the nose pointing left. **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. ### Q94: During a cross-country flight, you must land at Saanen aerodrome (46°29'11"N/007°14'55"E). On which frequency do you establish radio contact? ^t60q94 - A) 121.230 MHz - B) 119.175 MHz - C) 119.430 MHz - D) 120.05 MHz **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. ### Q95: Up to what altitude may you fly a glider over the Oberalppass (146°/52 km from Lucerne) without air traffic control authorisation? ^t60q95 - A) 2750 m AMSL - B) 5950 m AMSL - C) 4500 ft AMSL - D) 7500 ft AMSL **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. ### Q96: On the aeronautical chart, north of the Furka Pass (070°/97 km from Sion), there is a red-hatched area marked LS-R8. What does this represent? ^t60q96 - A) A danger area: entry permitted at your own risk. - B) A restricted area: you must fly around it when it is active. - C) A prohibited area: contact frequency 128.375 MHz for status information and transit authorisation. - D) The Muenster Nord gliding area. When activated, cloud separation minima are reduced for glider pilots. **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. ### Q97: The coordinates 46°45'43" N / 006°36'48'' correspond to which aerodrome? ^t60q97 - A) Lausanne - B) Yverdon - C) Motiers - D) Montricher **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. ### Q98: After a thermal flight in the Alps, you plan to fly in a straight line from the Gemmi Pass (171°/58 km from Bern Belp) to Grenchen aerodrome. Which magnetic course (MC) do you select? ^t60q98 - A) 172° - B) 168° - C) 352° - D) 348° **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. ### Q99: On a cross-country flight from Birrfeld aerodrome (47°26'N, 008°13'E) you turn at Courtelary aerodrome (47°10'N, 007°05'E). On the return leg you land at Grenchen aerodrome (47°10'N, 007°25'E). According to the Swiss gliding chart, the distance flown is... ^t60q99 - A) 58 km - B) 232 km - C) 115 km - D) 156 km **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. ### Q100: What onboard equipment does your aircraft need for you to determine your position using a VDF bearing? ^t60q100 - A) Transponder. - B) GPS. - C) Onboard VOR equipment. - D) Onboard radio. **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. ### Q101: Which phenomenon is most likely to degrade GPS indications? ^t60q101 - A) High, dense cloud layers. - B) Thunderstorm areas. - C) Frequent heading changes. - D) Flying low in mountainous terrain. **Correct: D)** > **Explanation:** GPS signals are microwave transmissions from orbiting satellites that require a clear line of sight between the satellite and the receiver. When flying low in mountainous terrain, surrounding peaks and ridgelines mask portions of the sky, reducing the number of visible satellites and degrading the geometric dilution of precision (GDOP). This can lead to inaccurate position fixes or complete signal loss. Option A (cloud layers) does not affect microwave GPS signals. Option B (thunderstorms) do not block GPS signals. Option C (heading changes) have no effect on satellite signal reception. ### Q102: Given: MC 225 degrees, magnetic declination (variation) 5 degrees E. What is the TC? ^t60q102 - A) 225 degrees - B) Parameters are insufficient to answer this question. - C) 230 degrees - D) 220 degrees **Correct: D)** > **Explanation:** True Course (TC) is calculated from Magnetic Course (MC) by accounting for magnetic declination. With easterly variation, magnetic north lies east of true north, so MC is larger than TC. The formula is TC = MC minus East variation: 225 degrees minus 5 degrees = 220 degrees. Option A ignores the variation entirely. Option B is incorrect because MC and variation are sufficient to calculate TC. Option C adds the variation instead of subtracting it, which would apply to westerly variation. ### Q103: In poor visibility, you fly from Gruyeres (222°/46 km from Bern) towards Lausanne (051°/52 km from Geneva). Which true course (TC) do you select? ^t60q103 - A) 282 degrees - B) 268 degrees - C) 082 degrees - D) 261 degrees **Correct: D)** > **Explanation:** Using the radial and distance references to plot both positions on the Swiss ICAO chart — Gruyeres at 222 degrees/46 km from Bern and Lausanne at 051 degrees/52 km from Geneva — and measuring the true course between them with a protractor yields approximately 261 degrees (roughly west-southwest). Options A and B give headings too far to the northwest. Option C points east-northeast, which would be the reverse direction entirely. ### Q104: You want to determine your position using a VDF bearing, but the controller reports the signals are too weak for assessment. What is the likely reason? ^t60q104 - A) Your transponder has too low a transmitting power. - B) Atmospheric interference weakens the signals. - C) You are flying too low, and the theoretical line-of-sight (quasi-optical) link is insufficient. - D) The onboard radio communication system is defective. **Correct: C)** > **Explanation:** VDF operates on VHF frequencies, which propagate in a quasi-optical (line-of-sight) manner. If the aircraft is flying too low, the curvature of the Earth or intervening terrain blocks the signal path between the aircraft and the ground station, resulting in weak or undetectable signals. Option A is irrelevant because transponders are not used for VDF bearings. Option B overstates atmospheric effects, which are negligible for VHF under normal conditions. Option D (defective radio) is possible but less likely than the geometric limitation described in option C. ### Q105: What does the term "agonic line" mean? ^t60q105 - A) A line along which the magnetic declination is 0 degrees. - B) All regions where the magnetic declination is greater than 0 degrees. - C) Any line connecting regions with the same magnetic declination. - D) Disturbance zones where the Earth's magnetic field lines are strongly deflected (e.g. by ferrous rock), causing large declination variations over a small area. **Correct: A)** > **Explanation:** The agonic line is a specific isogonic line along which the magnetic declination (variation) is exactly zero degrees — meaning true north and magnetic north are aligned. Along this line, a magnetic compass points directly to geographic north without any correction needed. Option B describes a region, not a line, and is not a recognized navigational term. Option C defines the broader category of isogonic lines, of which the agonic line is a special case. Option D describes local magnetic anomalies, not the agonic line. ### Q106: What is 4572 m expressed in feet? ^t60q106 - A) 1500 ft - B) 15000 ft - C) 13935 ft - D) 1393 ft **Correct: B)** > **Explanation:** To convert metres to feet, multiply by the conversion factor 3.2808 (since 1 metre = 3.2808 feet). Calculating: 4572 m multiplied by 3.2808 = 15,000 ft. This is a standard altitude conversion that aviation pilots should be able to perform quickly. Option A (1500 ft) and option D (1393 ft) are an order of magnitude too small. Option C (13,935 ft) results from an incorrect conversion factor. ### Q107: Which of the following statements is correct? ^t60q107 - A) The distance between two degrees of longitude or latitude is always equal to 60 NM (111 km). - B) The distance between two degrees of latitude equals 60 NM (111 km) at the equator and decreases steadily towards the poles. - C) The distance between two degrees of longitude is always equal to 60 NM (111 km). - D) The distance between two degrees of longitude equals 60 NM (111 km) only at the equator. **Correct: D)** > **Explanation:** Lines of longitude (meridians) converge toward the poles, so the distance between two degrees of longitude is greatest at the equator (60 NM or 111 km) and decreases to zero at the poles, following the cosine of the latitude. This is a fundamental property of the spherical coordinate system. Option A is wrong because longitude spacing varies with latitude. Option B incorrectly describes latitude: the distance between two degrees of latitude is approximately constant at 60 NM everywhere, not decreasing toward the poles. Option C makes the same error as A for longitude alone. ### Q108: Which value must you mark on the navigation chart before a cross-country flight? ^t60q108 - A) True heading (TH) - B) Magnetic heading (MH) - C) True course (TC) - D) Compass heading (CH) **Correct: C)** > **Explanation:** On a navigation chart, the course line is drawn relative to the chart's grid, which is oriented to geographic (true) north. Therefore, the value measured and marked on the chart is the True Course (TC) — the angle between true north and the intended track line. Magnetic heading (option B), true heading (option A), and compass heading (option D) all incorporate corrections for wind, magnetic variation, or compass deviation that are calculated separately during flight planning, not drawn on the chart itself. ### Q109: In flight, you notice a drift to the right. How do you correct? ^t60q109 - A) By correcting the heading to the right - B) By flying more slowly - C) By increasing the heading value - D) By decreasing the heading value **Correct: C)** > **Explanation:** If the aircraft drifts to the right, the wind has a component pushing from the left side. To counteract this drift and maintain the desired track, you must turn into the wind by increasing the heading value (turning the nose further to the right to establish a crab angle into the wind component). Option A is vague but could be interpreted as correct — however, option C is more precise in specifying the heading adjustment. Option B (flying more slowly) would actually increase the drift angle. Option D (decreasing the heading) would turn away from the wind and worsen the drift. ### Q110: Up to what maximum altitude may you fly a glider over Lenzburg (255°/28 km from Zurich) without notification or authorisation? ^t60q110 - A) 5950 m AMSL - B) 2000 m AMSL - C) 4500 ft AMSL - D) 1700 m AMSL **Correct: D)** > **Explanation:** Lenzburg lies beneath the Zurich TMA structure. According to the Swiss ICAO chart, the lowest TMA sector in this area has its floor at 1700 m AMSL. Below this altitude, the airspace is uncontrolled (Class E or G), and gliders may fly without ATC notification or authorisation. Above 1700 m AMSL, you enter controlled airspace requiring a clearance. Options A and B are incorrect altitude values. Option C (4500 ft, approximately 1370 m) is below the actual limit and would unnecessarily restrict your flight. ### Q111: How does the map grid appear in a Lambert (normal conic) projection? ^t60q111 - A) Meridians and parallels form parallel straight lines. - B) Meridians are parallel to each other, parallels form converging straight lines. - C) Meridians form converging straight lines, parallels form parallel curves. - D) Meridians and parallels form equidistant curves. **Correct: C)** > **Explanation:** In a Lambert conformal conic projection, the cone is placed over the globe so that meridians project as straight lines converging toward the apex (the pole), while parallels of latitude appear as concentric arcs (parallel curves) centered on the pole. This projection preserves angles (conformality), making it ideal for aeronautical charts. Option A describes a cylindrical projection like Mercator. Option B reverses the characteristics of meridians and parallels. Option D does not describe any standard cartographic projection. ### Q112: You depart from Bern on 10 June (summer time) at 1030 LT. The flight duration is 80 minutes. At what UTC time do you land? ^t60q112 - A) 1050 UTC. - B) 1350 UTC. - C) 1250 UTC. - D) 0950 UTC. **Correct: D)** > **Explanation:** On 10 June, Switzerland observes Central European Summer Time (CEST), which is UTC+2. Departure at 1030 LT (CEST) equals 0830 UTC. Adding 80 minutes of flight time: 0830 + 0080 = 0950 UTC. Option A (1050 UTC) appears to use UTC+1 instead of UTC+2. Option B (1350 UTC) adds the time difference instead of subtracting it. Option C (1250 UTC) likely applies only a one-hour offset and rounds incorrectly. ### Q113: What are the coordinates of Bellechasse aerodrome (285°/28 km from Bern)? ^t60q113 - A) 47 degrees 22' N / 008 degrees 14' E - B) 47 degrees 11' S / 008 degrees 13' W - C) 46 degrees 59' S / 007 degrees 08' W - D) 46 degrees 59' N / 007 degrees 08' E **Correct: D)** > **Explanation:** Bellechasse aerodrome (LSGE) is located west-northwest of Bern, near the town of Bellechasse in the canton of Fribourg. Plotting the position at 285 degrees/28 km from Bern on the Swiss ICAO chart yields coordinates of approximately 46 degrees 59 minutes N / 007 degrees 08 minutes E. Options B and C use South and West designations, which are impossible for locations in Switzerland (Northern Hemisphere, east of the Greenwich meridian). Option A places the aerodrome too far north and east. ### Q114: During a cross-country flight, "POOR GPS COVERAGE" appears on the screen. What could be the cause? ^t60q114 - A) Poor GPS coverage is a consequence of the twilight effect. - B) The position of a satellite has changed significantly and requires a readjustment procedure. - C) Your device is receiving an insufficient number of satellite signals, possibly due to terrain configuration blocking them. - D) The indication may be the result of severe nearby thunderstorms. **Correct: C)** > **Explanation:** The "POOR GPS COVERAGE" message indicates that the receiver cannot track enough satellites with adequate geometry for a reliable position fix. The most common cause during cross-country glider flights is terrain masking — flying in deep valleys or near steep mountain faces that block satellite signals from view. Option A (twilight effect) is not a recognized GPS phenomenon. Option B overstates how satellite repositioning works, as GPS receivers continuously update orbital data without manual intervention. Option D (thunderstorms) does not affect GPS microwave signals. ### Q115: The magnetic compass of an aircraft is affected by metallic parts and electrical equipment. What is this influence called? ^t60q115 - A) Variation - B) Declination - C) Deviation - D) Inclination **Correct: C)** > **Explanation:** Deviation is the error in a magnetic compass caused by local magnetic fields from the aircraft's own metallic structure, electrical wiring, and electronic equipment. It varies with heading and is recorded on a deviation card in the cockpit. Option A (variation) and option B (declination) both refer to the angular difference between true north and magnetic north, which is a property of the Earth's magnetic field, not the aircraft. Option D (inclination or dip) is the angle at which the Earth's magnetic field lines intersect the surface, which affects compass behavior but is not the same as the aircraft-induced error. ### Q116: You plan a cross-country flight Courtelary (315°/43 km from Bern-Belp) - Dittingen (192°/18 km from Basel-Mulhouse) - Birrfeld (265°/24 km from Zurich) - Courtelary. What is the total distance? ^t60q116 - A) 315 km - B) 97 km - C) 210 km - D) 189 km **Correct: D)** > **Explanation:** This is a closed triangular cross-country route with three legs: Courtelary to Dittingen, Dittingen to Birrfeld, and Birrfeld back to Courtelary. Each position is plotted on the Swiss ICAO 1:500,000 chart using the given radial/distance references, and the leg distances are measured with a ruler. The sum of all three legs yields approximately 189 km. Option A (315 km) is far too long. Option B (97 km) accounts for only about half the route. Option C (210 km) overestimates by roughly 20 km. ### Q117: Your GPS displays heights in metres, but you need feet. Can you change this? ^t60q117 - A) No, only the electronics workshop of a maintenance company can change the unit settings. - B) Yes, you change the distance units of measurement in the settings options (SETTING MODE). - C) Yes, you change the units of measurement in the aeronautical database (DATA BASE). - D) No, your device is certified M (metric) and cannot be changed. **Correct: B)** > **Explanation:** Modern aviation GPS units allow pilots to change the display units (metres, feet, kilometres, nautical miles, etc.) through the device's settings menu (SETTING MODE). This is a simple user-accessible configuration change that does not require any maintenance intervention. Option A incorrectly suggests that a workshop visit is needed. Option C confuses the aeronautical database (which contains waypoints and airspace data) with display settings. Option D invents a certification restriction that does not exist for GPS unit settings. ### Q118: On a map, 5 cm correspond to a distance of 10 km. What is the scale? ^t60q118 - A) 1:100,000 - B) 1:20,000 - C) 1:500,000 - D) 1:200,000 **Correct: D)** > **Explanation:** To determine map scale, convert both measurements to the same unit: 10 km = 10,000 m = 1,000,000 cm. The ratio of map distance to real distance is 5 cm to 1,000,000 cm, which simplifies to 1 cm representing 200,000 cm, giving a scale of 1:200,000. Option A (1:100,000) would mean 5 cm = 5 km. Option B (1:20,000) would mean 5 cm = 1 km. Option C (1:500,000) would mean 5 cm = 25 km. Only 1:200,000 produces the correct 5 cm = 10 km relationship. ### Q119: During a long approach over a difficult navigation area, which method is most effective? ^t60q119 - A) Orient the map to the north. - B) Constantly monitor the compass. - C) Monitor time with the time ruler; mark known positions on the map. - D) Track your position on the map with your thumb. **Correct: C)** > **Explanation:** Over a difficult navigation area during a long approach, the most effective technique is to use time-based dead reckoning: monitor elapsed time with a time ruler (marking planned time checkpoints along the route) and confirm your position by identifying ground features as they appear, marking each verified position on the map. This combines time estimation with visual confirmation for maximum accuracy. Option A (orienting to north) is a basic step but alone does not solve navigation difficulties. Option B (monitoring the compass) maintains heading but provides no position information. Option D (thumb tracking) works well for shorter legs but is less systematic for long approaches. ### Q120: If you are south of the Montreux - Thun - Lucerne - Rapperswil line, on which frequency do you communicate with other glider pilots? ^t60q120 - A) 123.450 MHz - B) 125.025 MHz - C) 122.475 MHz - D) 123.675 MHz **Correct: C)** > **Explanation:** In Switzerland, glider-to-glider communication frequencies are divided geographically. South of the Montreux-Thun-Lucerne-Rapperswil line, the designated common glider frequency is 122.475 MHz. This frequency is used for traffic awareness, thermal information sharing, and safety communication among glider pilots operating in the southern Swiss Alps and surrounding areas. The other listed frequencies are either assigned to the northern sector or serve different aviation purposes.