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in their own random RNAV direct navigation. They are
newly established, unpublished airspace fixes that are
designated geographic locations/positions that help
provide positive course guidance for navigation and a
means of checking progress on a flight. They may or
may not be actually plotted by the pilot on en route
charts, but would normally be communicated to ATC in
terms of bearing and distance or latitude/longitude. An
example of user-defined waypoints typically includes
those derived from database RNAV systems whereby
latitude/longitude coordinate-based waypoints are gen-
erated by various means including keyboard input, and
even electronic map mode functions used to establish
waypoints with a cursor on the display. Another example
is an offset phantom waypoint, which is a point-in-space
formed by a bearing and distance from NAVAIDs, such as
VORTACs and tactical air navigation (TACAN) stations,
using a variety of navigation systems. When specifying
unpublished waypoints in a flight plan, they can be communicated using the frequency/bearing/distance format or
latitude and longitude, and they automatically become
compulsory reporting points unless otherwise advised by
ATC. All airplanes with latitude and longitude navigation
systems flying above FL 390 must use latitude and
longitude to define turning points.
FLOATING WAYPOINTS
Floating waypoints, or reporting points, represent airspace fixes at a point in space not directly associated
with a conventional airway. In many cases, they may be
established for such purposes as ATC metering fixes,
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
　
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