Question 10, part n, gives us 118.82 MHz — Page 180, Lesson 180

I want to walk you through the answers section for a set of navigation and flight planning exercises. This is the kind of material you'd work through when applying the flight planning theory to real airways and departure procedures. Let's start with a radio frequency answer. Question 10, part n, gives us 118.82 MHz. That's a specific VHF communications frequency you'd tune for a particular ATC unit or service. For part o, we have a standard lateral limit: 25 NM radius, unless annotated otherwise, centred on the airport. This means that when you see a controlled airspace or a service area depicted on a chart without a specific dimension label, the default assumption is a circle of 25 nautical miles radius, with the airport as the centre point. If the chart shows a different number or shape, that overrides this default. Now, let's look at Answer Airways Exercise 1 (LOG). This is a completed navigation log — the document you fill out before a flight to plan every leg. I'll walk you through the columns left to right. The first column is FROM — your departure point. The second is TO — your next waypoint. The third is AWY/SID/STAR — the airway, Standard Instrument Departure, or Standard Terminal Arrival Route you're using. For example, from EGLL (London Heathrow) to D12 LON, you're flying the MID 3G SID. Later, from DPE to SOKMU, you're on a STAR. Next is FL — Flight Level. You see ß for the initial climb — that's a symbol meaning you're not yet at a cruising flight level. Then 4W means you're cleared to Flight Level 40 westbound, then 250 for the cruise, then 3W for descent, then 1W for the final approach. VRN. is the variation — the difference between true north and magnetic north. Here it's 4W (4 degrees west) for most of the flight. W/V is wind velocity — direction and speed. For example, 305/85 means wind from 305 degrees true at 85 knots. Later it changes to 305/60. TR. (MAG) is the magnetic track — the direction over the ground measured from magnetic north. TR. (TRUE) is the true track. You can see the difference equals the variation. HDG. (MAG) is the magnetic heading you need to steer to stay on track, accounting for wind. TAS is True Airspeed — here 390 knots for the cruise segments. WC is wind component — headwind or tailwind. +73 means a 73-knot tailwind. +83, then +55. GS is groundspeed — TAS plus or minus the wind component. So 390 plus 73 gives 463 knots groundspeed. DIST is the distance for that leg in nautical miles. EET is Estimated Elapsed Time — in hours and minutes, or just minutes. For example, 3 means 3 minutes. ETA is Estimated Time of Arrival — shown as a running clock from departure. At the bottom, TOTALS gives you 223 nautical miles total distance and 43 minutes total estimated time. Now let's move to the written answers for Exercise 1. Question 1: Speed limit: 250 kt IAS below FL100 unless otherwise cleared by ATC. This is a fundamental rule — in most controlled airspace, you cannot exceed 250 knots Indicated Airspeed when you're below 10,000 feet, unless air traffic control specifically authorises a higher speed. Question 2 describes the initial climb procedure. You climb straight ahead to 580 feet — that's 500 feet on the QFE altimeter setting (height above the airport). Then you cross the appropriate Noise Monitoring Terminal at a minimum of 1080 feet (1000 feet QFE). After that, maintain a minimum climb gradient of 243 feet per nautical mile, which is 4%, up to 4000 feet. That gradient ensures you clear obstacles and meet noise abatement requirements. Question 3: 709 feet per minute — that's the required rate of climb in feet per minute to achieve that 243 ft/NM gradient at a typical groundspeed. Question 4 lists altitudes: above 3000 feet, above 4000 feet, above 5000 feet, at 6000 feet — these are likely the altitude constraints or crossing altitudes from the SID chart. Question 5: Do not climb above the altitudes shown in the SIDs until specifically cleared by ATC to do so. You must respect the altitude restrictions printed on the departure procedure — you cannot bust through them without a direct clearance. Question 6 defines Areas of Intense Air Activity (AIAA). These are areas not otherwise protected by regulated airspace — so they're not controlled airspace or restricted areas — but they have exceptionally high intensity of civil and/or military flights or where aircraft regularly participate in unusual manoeuvres. If you can't avoid these areas, Lower Airspace Radar Service (LARS) is available from the nearest units. Question 7 gives a specific example: OXFORD AIAA from the ground to 5000 feet. Question 8: Benson Military Air Traffic Zone (MATZ). You're told to see top right-hand corner of chart for dimensions and details — that's where you'd find the exact lateral and vertical limits. Question 9 lists frequencies. Part i: 125.62 MHz (By ATC). Part ii: 118.7 MHz, 118.5 MHz, 124.47 MHz (By ATC). Part iii: 121.9 MHz Delivery, 121.97 Pre-taxi procedure clearance (Cpt) — 'Cpt' likely means the captain or flight crew frequency. Part iv: 113.75 MHz, 115.10 MHz, 123.9 MHz. The asterisk indicates part-time operation — so those frequencies may not be staffed 24/7. Question 10, part i: A VOR and associated DME and a non-compulsory reporting point at Daventry. A medium frequency NDB, 335 kHz, and a non-compulsory reporting point at Westcott. So Daventry has a VOR/DME navaid and a reporting point you don't have to report at unless requested. Westcott has an NDB on 335 kHz and its own non-compulsory reporting point. Part ii: Inbound on airway centre line, left-hand pattern — that's the standard holding or arrival pattern direction. Part iii: When Daventry VOR is unserviceable the alternate procedure is inbound 190 degrees magnetic to the Westcott NDB, right-hand pattern. So if the VOR fails, you switch to the NDB and reverse the pattern direction. Question 11: A Lower Airspace Radar Service is available at Dunsfold within unregulated airspace up to FL95 within 30 NM of the airport and within limits of radar/radio coverage. Refer to E(LO) charts for frequencies. So LARS is available up to Flight Level 95, within 30 nautical miles, but only where radar and radio coverage exist. Question 12: The WEALD (N5119.8 E00002.2) ALTERNATE HOLDING, available when Biggin VOR unserviceable, is based upon BOV VOR/DME, inbound on the 141 radial from 37 NM to 32 NM from the DME, right-hand pattern. So the holding fix is defined by a radial and DME distance range — you fly inbound on the 141 radial, between 37 and 32 nautical miles from the DME, in a right-hand pattern. Question 13: London Control Zone from ground level to 2000 feet above airfield level (see note on Aerodrome Traffic Zones bottom right of chart). That's the vertical limits of the Class A airspace around London. Question 14: Normally for Gatwick arrivals. That's a note indicating the procedure or frequency you just looked at is primarily designed for aircraft arriving at Gatwick.