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these are important in practice as well as theory, since
controllers often issue clearances contingent on your
being established on a course.
You must be established on course before a descent is
started on any route or approach segment. The ICAO
Procedures for Air Navigation Services – Aircraft
Operations (PANS-OPS) Volume I Flight Procedures,
specifies, “Descent shall not be started until the aircraft
is established on the inbound track,” and that an aircraft
is considered established when it is “within half full
scale deflection for the ILS and VOR; or within ±5
degrees of the required bearing for the NDB.”
In the AIM “established” is defined as “to be stable or
fixed on a route, route segment, altitude, heading, etc.”
The “on course” concept for IFR is spelled out in Part
91.181, which states that the course to be flown on an
airway is the centerline of the airway, and on any other
route, along the direct course between the NAVAIDS or
fixes defining that route.
As new navigational systems are developed with the
capability of flying routes and approaches with
increased resolution, increased navigation precision
and pilot situational awareness is required. For safety,
deviations from altitudes or course centerline should
be communicated to ATC promptly. This is increasingly
important when flights are in close proximity to
restricted airspace. Whether you are a high time corporate pilot flying an aircraft that is equipped with state of
the art avionics or a relatively new general aviation pilot
that ventures into the NAS with only a VOR for navigation, adhering to the tolerances in Figure B-5 will help
facilitate your remaining within protected airspace when
conducting flights under IFR.
B-6
Phase of Flight
NAVAID DEPARTURE EN ROUTE TERMINAL
NDB
VOR
ILS
RMI ±5 degrees.
For departures, the climb area
protected airspace initially splays at
15 degees from the ±500-foot width at
the departure end of runway (DER) to
2 NM from the DER. The initial climb
area width at 2 NM is ±3,756 feet from
centerline. After the initial splay, the
splay is 4.76 degrees until reaching an
en route fix.
RMI ± 5 degrees. Because of angular cross
track deviation, the NDB needle becomes
less sensitive as you fly away from the NDB
and more sensitive as you approach the
station. The airway primary width is 4.34
NM either side of centerline to 49.6 NM.
From 49.6 NM to the maximum standard
service volume of 75 NM, the primary
protected airspace splays at 5 degrees.
RMI ± 5 degrees.
The maximum standard service
volume for a compass locator is
15 NM. The feeder route width is
±4.34 NM.
CDI ±3/10 FSD (scale ±10 degrees).
Same as NDB except after the initial
splay, the splay is 2.86 degrees until
reaching an en route fix.
CDI ±1/2 FSD up to 51 NM and beyond 51
NM CDI ±2/5 FSD (scale ±10 degrees).
Like the NDB, the farther you are from the
VOR, the more the signal diverges. The
airway primary width is 4 NM either side of
centerline to 51 NM. From 51 NM to the
maximum standard service volume of 130
NM, the primary protected airspace splays
at 4.5 degrees.
CDI ±1/2 FSD (scale ±10 degrees).
The maximum standard service
volume for a T VOR is 25 NM. The
feeder route width is ±4 NM.
N/A N/A CDI ± 3/4 FSD for both lateral and
vertical.
The standard service volume for a
localizer is 18 NM. The localizer total
width at 18 NM is ±2.78 NM from
centerline and tapers to approximately ±5,000 feet from centerline at
the FAF.
The standard service volume for the
glide slope is 10 NM.
Figure B-5. Cockpit Indications and Tolerances to Keep You Within Protected Airspace. (Continued on Pages B-8 and B-9)
B-7
Phase of Flight
FINAL APPROACH MISSED APPROACH HOLDING
RMI ±10 degrees. If flown “FROM” the NDB, RMI ±5 degrees at
the visual descent point (VDP) or equivalent for a normal landing.
The course width for an approach with a FAF may be as small as
2.5 NM at the NDB and as wide as 5 NM at 15 NM from the NDB.
For an on-airport facility, no FAF approach, the course width
tapers from 6 NM (10 NM from the NDB) to 2.5 NM at the
MAP/NDB.
RMI ±10 degrees.
The course width widens to ±4
NM at 15 NM from the MAP.
RMI ±5 degrees.
Intersections – the size of
　
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