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operations on any desired course within the coverage
of station-referenced signals, or within the limits of
self-contained system capability. The continued growth
in aviation creates increasing demands on airspace
capacity and emphasizes the need for optimum utilization of available airspace. These factors, allied with the
requirement for NAS operational efficiency, along with
the enhanced accuracy of current navigation systems,
resulted in the required navigation performance (RNP)
concept. RNAV is incorporated into RNP requirements.
OFF AIRWAY ROUTES
Part 95 prescribes altitudes governing the operation of
your aircraft under IFR on Federal airways, jet routes,
RNAV low or high altitude routes, and other direct
routes for which an MEA is designated in this regulation. In addition, it designates mountainous areas and
changeover points. Off-airway routes are established
in the same manner, and in accordance with the same
criteria as airways and jet routes. If you fly for a scheduled air carrier or operator for compensation or hire,
any requests for the establishment of off-airway routes
are initiated by your company through your principal
operations inspector (POI) who works directly with
your company and coordinates FAA approval. Air carrier authorized routes are contained in the company’s
OpsSpecs under the auspices of the air carrier operating certificate. [Figure 3-32]
Off-airway routes predicated on public navigation
facilities and wholly contained within controlled airspace are published as direct Part 95 routes. Off-airway
routes predicated on privately owned navigation facilities or not contained wholly within controlled airspace
are published as off-airway non-Part 95 routes. In evaluating the adequacy of off-airway routes, the following
items are considered; the type of aircraft and navigation systems used; proximity to military bases, training
areas, low level military routes; and the adequacy of
communications along the route. If you are a commercial operator, and you plan to fly off-airway routes,
your OpsSpecs will likely address en route limitations
and provisions regarding en route authorizations to use
the global positioning system (GPS) or other RNAV
systems in the NAS. Your POI must ensure that your
long-range navigation program incorporates the
required practices and procedures. These procedures
must be in your manuals and in checklists, as appropriate. Training on the use of long range navigation
equipment and procedures must be included in your
training curriculums, and your minimum equipment
lists (MELs) and maintenance programs must address
the long range navigation equipment. Examples of
other selected areas requiring specialized en route
authorization include the following:
Figure 3-31. High Performance Holding.
3-27
• Class I navigation in the U.S. Class A airspace
using area or long range navigation systems.
• Class II navigation using multiple long range
navigation systems.
• Operations in central East Pacific airspace.
• North Pacific operations.
• Operations within North Atlantic (NAT) minimum navigation performance specifications
(MNPS) airspace.
• Operations in areas of magnetic unreliability.
• North Atlantic operation (NAT/OPS) with two
engine airplanes under Part 121.
• Extended range operations (ER-OPS) with two
engine airplanes under Part 121.
• Special fuel reserves in international operations.
• Planned inflight redispatch or rerelease en route.
• Extended over water operations using a single
long-range communication system.
• Operations in reduced vertical separation minimum (RVSM) airspace.
DIRECT FLIGHTS
There are a number of ways to create shorter routes and
fly off the airways. You can use NACO low and high
altitude en route charts to create routes for direct
flights, although many of the charts do not share the
same scale as the adjacent chart, so a straight line is
virtually impossible to use as a direct route for long
distances. Generally speaking, NACO charts are plotted accurately enough to draw a direct route that can
be flown. A straight line drawn on a NACO en route
chart can be used to determine if a direct route will
avoid airspace such as Class B airspace, restricted
areas, prohibited areas, etc. Because
NACO en route charts use the
Lambert Conformal Conic projection, a straight line is as close as
possible to a geodesic line (better
than a great circle route). The closer
that your route is to the two standard parallels of 33 degrees and 45
degrees on the chart, the better your
　
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