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require system performance currently met by GPS or
DME/DME/IRU RNAV systems that satisfy the
criteria discussed in AC 90-100A, U.S. Terminal and
En Route Area Navigation (RNAV) Operations.
NOTEAC
90-100A does not apply to over water RNAV routes
(reference 14 CFR 91.511, including the Q-routes in the
Gulf of Mexico and the Atlantic routes) or Alaska
VOR/DME RNAV routes (“JxxxR”). The AC does not apply
to off-route RNAV operations, Alaska GPS routes or
Caribbean routes.
(1) Q-routes are available for use by RNAV
equipped aircraft between 18,000 feet MSL and
FL450 inclusive. Q-routes are depicted on Enroute
High Altitude Charts.
(2) T-routes are available for use by RNAV
equipped aircraft from 1,200 feet above the surface
(or in some instances higher) up to but not including
18,000 feet MSL. T-routes are depicted on Enroute
Low Altitude Charts.
(b) Unpublished RNAV routes are direct
routes, based on area navigation capability, between
waypoints defined in terms of latitude/longitude
coordinates, degree-distance fixes, or offsets from
established routes/airways at a specified distance and
direction. Radar monitoring by ATC is required on all
unpublished RNAV routes.
(c) Magnetic Reference Bearing (MRB) is the
published bearing between two waypoints on an
RNAV/GPS/GNSS route. The MRB is calculated by
applying magnetic variation at the waypoint to the
calculated true course between two waypoints. The
MRB enhances situational awareness by indicating a
reference bearing (no-wind heading) that a pilot
should see on the compass/HSI/RMI etc., when
turning prior to/over a waypoint en route to another
waypoint. Pilots should use this bearing as a reference
only, because their RNAV/GPS/GNSS navigation
system will fly the true course between the
waypoints.
b. Operation above FL 450 may be conducted on
a point‐to‐point basis. Navigational guidance is
provided on an area basis utilizing those facilities
depicted on the enroute high altitude charts.
c. Radar Vectors. Controllers may vector aircraft
within controlled airspace for separation
purposes, noise abatement considerations, when an
operational advantage will be realized by the pilot or
the controller, or when requested by the pilot. Vectors
outside of controlled airspace will be provided only
on pilot request. Pilots will be advised as to what the
vector is to achieve when the vector is controller
initiated and will take the aircraft off a previously
assigned nonradar route. To the extent possible,
aircraft operating on RNAV routes will be allowed to
remain on their own navigation.
d. When flying in Canadian airspace, pilots are
cautioned to review Canadian Air Regulations.
1. Special attention should be given to the parts
which differ from U.S. CFRs.
(a) The Canadian Airways Class B airspace
restriction is an example. Class B airspace is all
controlled low level airspace above 12,500 feet MSL
or the MEA, whichever is higher, within which only
IFR and controlled VFR flights are permitted. (Low
level airspace means an airspace designated and
defined as such in the Designated Airspace
Handbook.)
(b) Regardless of the weather conditions or
the height of the terrain, no person shall operate an
aircraft under VFR conditions within Class B
airspace except in accordance with a clearance for
VFR flight issued by ATC.
(c) The requirement for entry into Class B
airspace is a student pilot permit (under the guidance
or control of a flight instructor).
(d) VFR flight requires visual contact with
the ground or water at all times.
2. Segments of VOR airways and high level
routes in Canada are based on L/MF navigation aids
and are charted in brown color instead of blue on
enroute charts.
2/14/08 AIM
En Route Procedures 5-3-7
FIG 5-3-1
Adhering to Airways or Routes
5-3-5. Airway or Route Course Changes
a. Pilots of aircraft are required to adhere to
airways or routes being flown. Special attention must
be given to this requirement during course changes.
Each course change consists of variables that make
the technique applicable in each case a matter only the
pilot can resolve. Some variables which must be
considered are turn radius, wind effect, airspeed,
degree of turn, and cockpit instrumentation. An early
turn, as illustrated below, is one method of adhering
to airways or routes. The use of any available cockpit
instrumentation, such as Distance Measuring Equipment,
may be used by the pilot to lead the turn when
　
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