conduct operations on those routes in accordance with FAA operations specifications. 

2. The jet route system consists of jet routes established from 18,000 feet MSL to FL 450 inclusive. 

(a) These routes are depicted on Enroute High Altitude Charts. Jet routes are depicted in black on aeronautical charts and are identified by a “J” (Jet) followed by the airway number (e.g., J12). Jet routes, as VOR airways, are predicated solely on VOR or VORTAC navigation facilities (except in Alaska). 

## NOTE − 

Segments of jet routes in Alaska are based on L/MF navigation aids and are charted in brown color instead of black on en route charts. 

(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. 

(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(b) Unpublished RNAV routes are direct routes, based on area navigation capability, between waypoints defined in terms of latitude/longitude coordinates, degree − distance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. 

