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protected airspace varies
with the distance from the
NAVAID. See Figure 3-27
on page 3-23.
CDI ±3/4 FSD. If flown “FROM” the VOR, CDI ±1/2 FSD at the
VDP or equivalent for a normal landing (scale ±10 degrees).
The course width for an approach with a FAF may be as small as
2.0 NM at the VOR and as wide as 5 NM at 30 NM from the
VOR. For an on airport facility no FAF approach, the course width
tapers from 6 NM (10 NM from the VOR) to 2.0 NM at the
MAP/VOR.
CDI ±3/4 FSD (scale ±10
degrees).
For both FAF and no FAF
approaches, the course width
widens to 4 NM at 15 NM from
the MAP.
CDI ±1/2 FSD (scale ±10
degrees).
Intersections – the size of
protected airspace varies with
the distance from the NAVAIDs
that form the holding fix. See
Figure 3-27 on page 3-23.
CAT I CDI ±3/4 FSD for localizer and glidepath at the glide slope
intercept. CDI ±1/2 FSD at the DA point for a normal landing.
(scale total width may vary from 3 to 6 degrees).
The normal length of final is 5 NM from the threshold. The final
approach obstacle clearance area width at the FAF is approximately ±5,000 feet from centerline and tapers to as small as
±500 feet from centerline at 200 feet from the runway threshold.
The CAT I final approach OCS can be as small as 500 feet below
glidepath at the FAF. At a DA point located 3,000 feet from the
threshold, the OCS may be as close as 114 feet below the
glidepath.
Decision range for airplane CAT II CDI ±1/6 FSD for localizer and
±1/4 FSD for glidepath and for helicopter ±1/4 FSD for localizer
and glidepath. The tracking performance parameters within the
decision range (that portion of the approach between 300 feet
AGL and DH) are maximums, with no sustained oscillations
about the localizer or glidepath. If the tracking performance is
outside of these parameters while within the decision region,
execute a go-around since the overall tracking performance is
not sufficient to ensure that the aircraft will arrive at the DH on a
flight path that permits the landing to be safely completed.
N/A N/A
B-8
Phase of Flight
CDI centered when departing the runway to
the IDF with a maximum of ±3/4 FSD upon
reaching the terminal route (CDI scale
±1NM).
The HAL in the terminal mode is 1 NM.
NAVAID DEPARTURE EN ROUTE TERMINAL
GPS
(C-129A)
WAAS
LPV
CDI centered when departing the runway
with a maximum of ±3/4 FSD upon reaching
the terminal route (scale ± 1NM).
For departures, the climb area protected
airspace initially splays at 15 degrees from
the ±500-foot width either side of centerline
at the DER to a nominal distance of 2 NM
from the DER. The initial climb area width at
2 NM is ± 3,756 feet from centerline. After the
initial splay to the Initial Departure Fix (IDF) a
smaller splay continues until reaching a
terminal width as small as 2 NM at 10.89 NM
from the DER.
The horizontal alarm limit (HAL) is ±1 NM
within 30 NM of the airport reference point
(ARP).
CDI ±1/2 FSD (scale ±5 NM).
The airway primary width is ±4 NM
from centerline at 30 NM from the
airport reference point (ARP).
The HAL is ±2 NM for distances
greater than 30 NM from the ARP.
CDI ±3/4 FSD (scale ±1 NM
within 30 NM of the ARP).
For arrivals, the terminal primary
width is ±2 NM from centerline at
approximately 30 NM from the
ARP.
The HAL is ±1 NM within 30 NM
of the ARP.
CDI ±3/4 FSD (scale ±2 NM).
The airway primary width is ±4 NM
from centerline (equivalent to 2
RNP) at approximately 30 NM from
the ARP.
The HAL in the en route mode is 2
NM.
CDI ±3/4 FSD (scale ±1 NM
within 30 NM of the ARP).
For arrivals the terminal primary
width is ±2 NM from centerline at
approximately 30 NM from the
ARP.
The HAL in the terminal mode is 1
NM. The terminal mode begins at
30 NM from the ARP or at the
initial approach fix (IAF) when
more than 30 NM from the ARP.
Figure B-5. Continued
B-9
Phase of Flight
FINAL APPROACH MISSED APPROACH HOLDING
CDI ±2/3 FSD (scale ±0.3 NM).
For conventional GPS approaches the primary width is ±1.0 NM
from centerline at the FAF and tapers to ±0.5 NM at the MAP.
CDI ±1/3 FSD for “Copter” approaches (scale ±0.3 NM).
　
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