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holding points, RNAV-direct routing, gateway waypoints, STAR origination points leaving the en route
structure, and SID terminating points joining the en
Figure 3-38. Floating Waypoints.
3-35
route structure. In Figure 3-38, in the top example, a
NACO low altitude en route chart depicts three floating
waypoints that have been highlighted, SCORR, FILUP,
and CHOOT. Notice that waypoints are named with
five-letter identifiers that are unique and pronouncable.
Pilots must be careful of similar waypoint names.
Notice on the high altitude en route chart excerpt in the
bottom example, the similar sounding and spelled
floating waypoint named SCOOR, rather than
SCORR. This emphasizes the importance of correctly entering waypoints into database-driven
navigation systems. One waypoint character
incorrectly entered into your navigation system
could adversely affect your flight. The SCOOR
floating reporting point also is depicted on a
Severe Weather Avoidance Plan (SWAP) en route
chart. These waypoints and SWAP routes assist
pilots and controllers when severe weather affects
the East Coast.
COMPUTER NAVIGATION FIXES
An integral part of RNAV using en route charts
typically involves the use of airborne navigation
databases. Database identifiers are depicted on
NACO en route charts enclosed in parentheses, for
example AWIZO waypoint, shown in Figure 3-39.
These identifiers, sometimes referred to as computer
navigation fixes (CNFs), have no ATC function and
should not be used in filing flight plans nor should
they be used when communicating with ATC.
Database identifiers on en route charts are shown
only to enable you to maintain orientation as you use
charts in conjunction with database navigation systems, including RNAV.
Many of the RNAV systems available today make it
all too easy to forget that en route charts are still
required and necessary for flight. As important as
databases are, they really are onboard the airplane to
provide navigation guidance and situational awareness; they are not intended as a substitute for paper
charts. When flying with GPS, FMS, or planning a
flight with a computer, it is important to understand
the limitations of the system you are using, for example, incomplete information, uncodeable procedures,
complex procedures, and database storage limitations.
For more information on databases, refer to Appendix
A, Airborne Navigation Database.
HIGH ALTITUDE AIRSPACE REDESIGN
Historically in the U.S., IFR flights have navigated
along a system of Federal Airways that require pilots to
fly directly toward or away from ground-based navigation aids. RNAV gives users the capability to fly direct
routes between any two points, offering far more flexible and efficient en route operations in the high-altitude
airspace environment. As part of the ongoing National
Airspace Redesign (NAR), the FAA has implemented
the High Altitude Redesign (HAR) program with the
goal of obtaining maximum system efficiency by introducing advanced RNAV routes for suitably equipped
aircraft to use.
Figure 3-39. Computer Navigation Fix.
3-36
Q-ROUTES
Naturally, the routes between some points are very
popular, so these paths are given route designators and
published on charts. The U.S. and Canada use "Q" as
a designator for RNAV routes. Q-Routes 1 through
499 are allocated to the U.S., while Canada is allocated Q-Routes numbered from 500 through 999. The
first Q-Routes were published in 2003. One benefit of
this system is that aircraft with RNAV or RNP capability can fly safely along closely spaced parallel
flight paths on high-density routes, which eases airspace congestion. While the initial overall HAR
implementation will be at FL390 and above, some of
the features may be used at lower altitudes, and some
Q-Routes may be used as low as FL180. A Q-Route is
shown in figure 3-40.
NON-RESTRICTIVE ROUTING
HAR also includes provisions for pilots to choose their
own routes, unconstrained by either conventional airways or Q-Routes. This non-restrictive routing (NRR)
allows pilots of RNAV-equipped aircraft to plan the
most advantageous route for the flight. There are two
ways to designate an NRR route on your flight plan.
One method, point-to-point (PTP), uses the traditional
fixes in the aircraft equipment database and is shown
by placing “PTP” in the first part of the “Remarks”
block of the flight plan. For
aircraft that have the additional waypoints of the
Navigation Reference System
(NRS) in their databases,
“HAR” is placed in the first
　
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