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Which of the following statements about a Nautical Mile (NM) is not correct?

A NM is equal to 1609 meter. A NM is equal to one meridian minute. One knot is equal to 1 NM per hour. A nautical mile is slightly longer than a statute (land measured) mile.

A NM is 1852 meter.
A statute mile is 1609 meter.
See the paragraph on Navigation.

At 500m above the landing field you notice that your glider has entered a deep stall. What is the best thing to do?

Start turning using weight shift so the paraglider can gain speed again. Pull down both brakes fully and let them up again. Do nothing for at least a couple of seconds. Carefully push the front risers forward until the glider starts to gain speed again.

It's best to sit still and wait four seconds. Ususally the glider starts to fly again on its own.
If it doesn't, then go for option D: push the A-risers forward or push the speed bar to gain speed.
See the section on deep stall in the chapter on Advanced flying.

During which part of the flight is the angle of attack so large that the airflow around the airfoil is no longer laminar but instead 'breaks' and becomes turbulent?

During take-off During a spiral dive While flying in dynamic lift While flaring to land

The air flow around an airfoil 'breaks' (the paraglider stalls) when the angle of attack becomes too high, for example with full brakes on. In all other answers the airspeed is high and therefore the angle of attack is much smaller, nowhere close to the stall point.
See the sections on deep stall and stall in the Aerodynamics chapter.

You want to land on a slope. How?

You approach the slope from the side with the least obstacles and a bit into wind if possible. You approach the slope head-on, no matter where the wind comes from. You fly downhill until you touch down, because you need to land into wind. You wait for the wind to blow downhill so you can approach it head-on.

See the section on Landing in the chapter on Basic techniques.
In the image, option C is the best. Head-on (B in the image) is not a good idea. You either land downwind or you have to make a sharp turn just before touchdown. Flying down the slope you will not touch down. If the wind blows downhill, you are either in rotor or strong turbulence.

Your wing collapses on the right hand side. What is the first thing you do?

A quick pump of the right brake to open the canopy quickly. A quick pump on the left brake so the canopy can fill with air from the cells that are still open. Pull both brakes simultaneously and release again. Keep your course using weightshift and brake.

Most collapses will reinflate spontaneously. Therefore it is most important to keep your course by weightshifting and applying a bit of brake if necessary and avoid obstacles or other pilots. Then look up and see if you need to solve the collapse.
See the section on Incidents in flight in the chapter on Advanced flying.

What is the relationship between the glide ratio and the glide angle?

A larger glide ratio means a smaller glide angle. A larger glide ratio means a larger glide angle. There is no relationship between the glide angle and the glide ratio. That depends on the wind.

A larger glide ratio means you can fly further for every metre of descent. Therefore it means a flatter flight path. Since the glide angle is the angle between the flight path and the horizon, this angle decreases when the glide ratio increases.

What is the purpose and meaning of the acronym IMSAFE?

It is the gesture the pilot makes with his arms when he has landed safely. It is a set radio message sent after a safely executed emergency landing. It is a checklist the pilot can follow after an emergency landing. It is a checklist for a pilot to determine whether he is fit to fly.

IMSAFE is used throughout aviation to assess your fitness to pilot an aircraft.
The acronym is: Illness, Medication, Stress, Alcohol, Fatigue and Emotion.
For more information read the chapter on Basic techniques.

A pilot weighing 90kg and a pilot weighing 70kg are flying with exactly the same equipment. They are gliding down together from the same take-off at the same time.
Which statement is true?

Both pilots fly for the same amount of time. Both pilots fly the same distance. The lighter pilot has a better glide angle. The heavier pilot has a better glide angle.

The ratio between lift and drag is the same for a heavy or light pilot, all other things being equal. The ratio between forward speed and sink rate is therefore also the same for these two pilots. Their glide ratio is the same and they fly the same distance.
However, both the forward speed and sink rate increase with increasing weight. Therefore the heavier pilot flies faster and goes down faster. Both fly the same distance, but the heavier pilot reaches goal earlier.
See the chapter on Aerodynamics.

How can you recognise an approaching cold front?

The appearance of large, quickly growing cumulonimbus clouds at the horizon. By cirrus clouds high up. By the presence of powerful updrafts and unusually large cumulus clouds. All of the above.

The first sign of a cold front may be high cirrus just like a warm front, but often these are soon obscured by the quickly developing cumulus, cumulus congestus and cumulonimbus. See the chapter on Weather.

What is the effect of flying at high altitudes on the descent rate of a paraglider?

The descent rate decreases with altitude. Altitude has no influence on the descent rate. The descent rate increases with altitude. None of the above is true.

At high altitude, the air density is lower. This causes the paraglider to fly faster and descend faster.
See the Aerodynamics chapter.

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