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part of the “Remarks” block.
NAVIGATION REFERENCE
SYSTEM
The NRS is a grid of waypoints overlying the U.S. that
will be the basis for flight plan
filing and operations in the
redesigned high altitude environment. It will provide
increased flexibility to aircraft
operators and controllers. The
NRS supports flight planning
in a NRR environment and
provides ATC with the ability
to more efficiently manage
tactical route changes for aircraft separation, traffic flow
management, and weather
avoidance. It provides navigation reference waypoints that
pilots can use in requesting
route deviations around
weather areas, which will
improve common understand-
ing between pilots and ATC of the desired flight path.
The NRS will initially include waypoints every 30 minutes of latitude and every two degrees of longitude. In its
final version, the NRS waypoints will have a grid resolution of 1-degree longitude by 10 minutes of latitude. As
database capabilities for the preponderance of aircraft
operating in the high altitude airspace environment
becomes adequate to support more dense NRS resolution, additional NRS waypoints will be established.
T-ROUTES
T-Routes are being created for those who operate at
lower altitudes. T-Routes have characteristics that are
similar to Q-Routes, but they are depicted on low altitude en route charts and are intended for flights below
FL180. The first T-Routes are being pioneered in
Alaska.
IFR TRANSITION ROUTES
In order to expedite the handling of IFR overflight
traffic through Charlotte Approach Control Airspace,
several RNAV routes are published in the
Airport/Facility Directory and available for you when
filing your flight plan. Any RNAV capable aircraft filing flight plan equipment codes of /E, /F, or /G may
file for these routes. Other aircraft may request vectors
along these routes but should only expect vector routes
Figure 3-40. Q-Route
3-37
as workload permits. Altitudes are assigned by ATC
based upon traffic. [Figure 3-41]
IFR transition routes through Class B airspace for general aviation aircraft en route to distant destinations are
highly desirable. Since general aviation aircraft cruise
at altitudes below the ceiling of most Class B airspace
areas, access to that airspace for en route transition
reduces cost and time, and is helpful to pilots in their
flight planning. Establishing RNAV fixes could facilitate the implementation of IFR transition routes,
although every effort should be made to design routes
that can be flown with RNAV or VOR equipment. IFR
transition routes are beneficial even if access is not
available at certain times because of arriving or
departing traffic saturation at
the primary airport. For these
locations, information can be
published to advise pilots when
IFR transition access is not
available.
REQUIRED NAVIGATION
PERFORMANCE
As RNAV systems grow in
sophistication, high technology
FMS and GPS avionics are
gaining popularity as NDBs,
VORs, and LORAN are being
phased out. As a result, new procedures are being introduced,
including RNP, RVSM, and
minimum navigation performance specifications (MNPS).
ICAO defines an RNP “X” specification as requiring on-board
performance monitoring and
alerting. Even such terms as
gross navigation errors
(GNEs) are being introduced
into the navigation equation. If
you commit a GNE in the
North Atlantic oceanic region
of more than 25 NM laterally
or 300 feet vertically, it has a
detrimental effect on the overall targeted level of safety of
the ATC airspace system in
this region. This applies to
commercial operators, as well
as Part 91 operators, all of
whom must be knowledgeable
on procedures for operations
in North Atlantic airspace,
contained in the North Atlantic
MNPS Operations Manual.
RNP types are identified by a single accuracy value.
For example, RNP 1 refers to a required navigation
performance accuracy within 1 NM of the desired
flight path at least 95 percent of the flying time.
Countries around the world are establishing required
navigation performance values. For Federal Airways
in the U.S. that extend 4 NM from either side of the
airway centerline, the airway has an equivalent RNP
of 2. Figure 3-42 on page 3-38 shows ICAO RNP containment parameters, including reference to lateral
and longitudinal total system errors (TSEs).
RNP requires you to learn new procedures, communications, and limitations; and to learn new terminology
　
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