"Stan Prevost" wrote in message
...

Chip, increased emphasis on reporting of pilot deviations seems to lead to
a
need for increased pilot understanding of what constitutes a deviation
from
an ATC point of view. I doubt that controllers are required to know the
FARs to the depth required to determine if a pilot is operating within the
regulations that apply to pilots in all cases, so a large part of it would
seem to fall back on reporting deviations from an ATC instruction or
clearance. So what constitutes a deviation? As an example, what
deviation
in altitude constitutes a reportable deviation, if no loss of separation
occurs? It has been suggested in this thread that the Instrument PTS
standard of +/- 100 ft applies, but I doubt if controllers are familiar
with
the PTS. So is there an ATC document that defines deviation limits?

We give you 200 feet, plus the change if I remember correctly. When you get
to 300 feet above or below assigned altitude, your data block "breaks" and
ATC considers that you've busted your altitude.

How
far off the centerline of an airway can I be before being reported?

4 miles...


How
much heading error?

Good question. As a Center guy, I don't have a ready answer. To me, it
depends on whether you are assigned a heading/vector for traffic or if you
are navigating airways or point to point own nav. If you're on an assigned
vector, say 30 degrees left for traffic, and I never see you make the turn,
to me you have deviated your clearance. However, for FSDO you will likely
never get stuck with a PD, because I can't prove where the winds are etc.
Too many variables in all of these categories for me.

How long a delay is allowed before I begin a descent
after being instructed to do so?

US Airways, Delta and Northwest have all been guilty in my ARTCC of reading
back descent clearances and then remaining at the original altitude for over
five minutes before staring a descent. To the controllers involved who
subsequently were charged with operational errors when USA, DAL and NWA lost
vertical separation with traffic, the crews were guilty of PD's for not
adhering to clearance. In all three cases, FSDO refused to prosecute PD's,
even though the AIM (non-regulatory) was not complied with by the pilots who
read back those clearances. Sadky, I have no idea how long a delay is
allowed, and neither does anyone else in the system. I know what I think
constitutes as PD here, but I'm biased towards you starting a descent as
soon as you acknowledge the clearance. FSDO doesn't agree with me in this
area of the country.


If I am VFR in Class E airspace, and using
flight following, will I be reported for flying WAFDOF?

Well, according to the ATC QA Order you should be reported if you are
violating any FAR's.

Should we expect
a
report on every student pilot doing T&Gs and landing without clearance,
rather than being scolded for a one-time error, if no problem occured?

Really productive for air safety, ain't it?


Looks like a big can of worms to me.

It's all a huge can of worms better left unopened, IMO.

Chip, ZTL