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(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
straight line. There are cautions,
however. Placing our round earth on
a flat piece of paper causes distortions, particularly on long east-west
routes. If your route is 180 degrees
or 360 degrees, there is virtually no
distortion in the course line.
About the only way you can confidently avoid protected airspace is by the use of some
type of airborne database, including a graphic display
of the airspace on the long-range navigation system
moving map, for example. When not using an airborne
database, leaving a few miles as a buffer helps ensure
that you stay away from protected airspace.
In Figure 3-33 on page 3-28, a straight line on a magnetic course from SCRAN intersection of 270 degrees
direct to the Fort Smith Regional Airport in Arkansas
will pass just north of restricted area R-2401A and B,
and R-2402. Since the airport and the restricted areas
are precisely plotted, there is an assurance that you will
stay north of the restricted areas. From a practical
standpoint, it might be better to fly direct to the Wizer
NDB. This route goes even further north of the
restricted areas and places you over the final approach
fix to Runway 25 at Fort Smith.
One of the most common means for you to fly direct
routes is to use conventional navigation such as VORs.
When flying direct off-airway routes, remember to
apply the FAA distance limitations, based upon
NAVAID service volume.
RANDOM RNAV ROUTES
Random RNAV routes may be an integral solution in
meeting the worldwide demand for increased air traffic system capacity and safety. Random RNAV routes
are direct routes, based on RNAV capability. They are
typically flown between waypoints defined in terms of
latitude and longitude coordinates, degree and distance
fixes, or offsets from established routes and airways at
a specified distance and direction. Radar monitoring by
ATC is required on all random RNAV routes.
With IFR certified RNAV units (GPS or FMS), there are
several questions to be answered, including “Should I
fly airways or should I fly RNAV direct?” One of the
considerations is the determination of the MIA. In most
Note - Only B-747 and DC-10 operations authorized in these areas.
AUTHORIZED AREAS OF
EN ROUTE OPERATION
LIMITATIONS, PROVISIONS,
AND REFERENCE PARAGRAPHS
The 48 contiguous United States
and the District of Columbia
Note 1
Canada, excluding Canadian MNPS
airspace and the areas of magnetic
unreliability as established in the
Canadian AIP
Note SPECIAL REQUIREMENTS:
Note 1 737 Class II navigation operations with a single long-range system
is authorized only within this area of en route operation.
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Figure 3-32. Excerpt of Authorized Areas of En Route Operation.
3-28
places in the world at FL 180 and above, the MIA is not
significant since you are well above any terrain or obstacles. On the other hand, a direct route at 18,000 feet from
　
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