AIM

4/3/14

5−3−6

En Route Procedures

(b)

With respect to position reporting,

reporting points are designated for jet route systems.

Flights using jet routes will report over these points

unless otherwise advised by ATC.

3. Area Navigation (RNAV) Routes.

(a)

Published RNAV routes, including

Q−Routes and T−Routes, can be flight planned for

use by aircraft with RNAV capability, subject to any

limitations or requirements noted on en route charts,

in applicable Advisory Circulars, or by NOTAM.

RNAV routes are depicted in blue on aeronautical

charts and are identified by the letter “Q” or “T”

followed by the airway number (for example, Q−13,

T−205). Published RNAV routes are RNAV−2 except

when specifically charted as RNAV−1. These routes

require system performance currently met by GPS,

GPS/WAAS, 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.

NOTE

−

AC 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

FL 450 inclusive. Q−routes are depicted on Enroute

High Altitude Charts.

NOTE

−

Aircraft in Alaska may only operate on GNSS Q-routes
with GPS (TSO-C129 (as revised) or TSO-C196 (as
revised)) equipment while the aircraft remains in Air
Traffic Control (ATC) radar surveillance or with
GPS/WAAS which does not require ATC radar surveil-
lance.

(2)

T−routes are available for use by GPS or

GPS/WAAS 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.

NOTE

−

Aircraft in Alaska may only operate on GNSS T-routes
with GPS/WAAS (TSO-C145 (as revised) or TSO-C146 (as
revised)) equipment.

(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Unpublished RNAV routes are direct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unpublished RNAV routes, except for GNSS−

equipped aircraft cleared via filed published

waypoints recallable from the aircraft’s navigation

database.

(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 air-

craft 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