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area of the primary RNP area. Aircraft are
expected to be contained within this larger
boundary 99.999 percent of the time, which
achieves the required level of confidence for
safety. [Figure B-4]
Figure B-5 on pages B-6 through B-9 helps
explain the cockpit indications and tolerances that will comply with criteria to keep
you within protected airspace. The tolerances are predicated on zero instrument error
unless noted otherwise. Special Aircraft and
Figure B-3. An alerting system in the pilot’s primary view must warn if ANP
exceeds RNP. This alerting system is comparable to an “OFF” flag for a VOR
or ILS.
Twice RNP Value
RNP Value
Aircraft must remain
within this area 95
percent of the flight.
Aircraft remains within this
area 99.999 percent of the time.
Figure B-4. RNP Containment.
B-5
Aircrew Authorization Required (SAAAR) routes are
not covered in this table.
For approaches, it is not enough to just stay within protected airspace. For nonprecision approaches, you must
also establish a rate of descent and a track that will
ensure arrival at the MDA prior to reaching the MAP
with the aircraft continuously in a position from which a
descent to a landing on the intended runway can be made
at a normal rate using normal maneuvers. For precision
approaches or approaches with vertical guidance, a transition to a normal landing is made only when the aircraft
is in a position from which a descent to a landing on the
runway can be made at a normal rate of descent using
normal maneuvering.
For a pilot, remaining within protected airspace is
largely a matter of staying as close as possible to the
centerline of the intended course. There are formal definitions of what it means to be established on course, and
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.
　
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