Q-route width
- Thread starter C150J
- Start date
Guy
Well-Known Member
I think I see the answer in here, but since I am not certain, I’ll leave that to the reader.
Instrument Flying Handbook
Q-ROUTES
Naturally, the routes between some points are very popular, so these paths are given route designators and published on charts. The U.S. and Canada use "Q" as a designator for RNAV routes. Q-Routes 1 through 499 are allocated to the U.S., while Canada is allocated Q-Routes numbered from 500 through 999. The first Q-Routes were published in 2003. One benefit of this system is that aircraft with RNAV or RNP capability can fly safely along closely spaced parallel flight paths on high-density routes, which eases airspace congestion. While the initial overall HAR implementation will be at FL390 and above, some of the features may be used at lower altitudes, and some Q-Routes may be used as low as FL180. A Q-Route is shown in figure 3-40.
Paragraph 4-110 of FAA Order 8900.1
B. Performance-Based Operations Aviation Rulemaking Committee (PARC). The PARC has recommended that FAA establish en route operations throughout the Performance-based NAS with a route-to-route separation of 8 NM and obstacle clearance standards of ± 4 NM. These operations will initially be based on a required performance level of RNAV-2 and will use radar as an operational mitigation. PARC also recommended that RNP aircraft with an en route performance of RNP-2 or better should also be authorized to conduct these operations. The FAA is currently (2005) beginning to implement those recommendations.
1) As the RNP fleet matures, these operations are expected to transition to a performance value of RNP-2, without requiring radar as an operational mitigation. These operations must be approved.
2) It is also anticipated that some future routes will be established as RNP special aircraft and aircrew authorization required (SAAAR) routes with 4 NM route-to-route spacing and obstacle clearance of ± 2 NM, using a required performance value of RNP-1 or better. These operations must be approved in accordance with AC 90-101, Approval Guidance for RNP Procedures with SAAAR.
Instrument Flying Handbook
Q-ROUTES
Naturally, the routes between some points are very popular, so these paths are given route designators and published on charts. The U.S. and Canada use "Q" as a designator for RNAV routes. Q-Routes 1 through 499 are allocated to the U.S., while Canada is allocated Q-Routes numbered from 500 through 999. The first Q-Routes were published in 2003. One benefit of this system is that aircraft with RNAV or RNP capability can fly safely along closely spaced parallel flight paths on high-density routes, which eases airspace congestion. While the initial overall HAR implementation will be at FL390 and above, some of the features may be used at lower altitudes, and some Q-Routes may be used as low as FL180. A Q-Route is shown in figure 3-40.
Paragraph 4-110 of FAA Order 8900.1
B. Performance-Based Operations Aviation Rulemaking Committee (PARC). The PARC has recommended that FAA establish en route operations throughout the Performance-based NAS with a route-to-route separation of 8 NM and obstacle clearance standards of ± 4 NM. These operations will initially be based on a required performance level of RNAV-2 and will use radar as an operational mitigation. PARC also recommended that RNP aircraft with an en route performance of RNP-2 or better should also be authorized to conduct these operations. The FAA is currently (2005) beginning to implement those recommendations.
1) As the RNP fleet matures, these operations are expected to transition to a performance value of RNP-2, without requiring radar as an operational mitigation. These operations must be approved.
2) It is also anticipated that some future routes will be established as RNP special aircraft and aircrew authorization required (SAAAR) routes with 4 NM route-to-route spacing and obstacle clearance of ± 2 NM, using a required performance value of RNP-1 or better. These operations must be approved in accordance with AC 90-101, Approval Guidance for RNP Procedures with SAAAR.
tgrayson
New Member
According to this document:
It says:
Develop RNAV routes using non-Very-High Frequency Omnidirectional Range Distance Measuring Equipment (VOR/DME) route criteria found in Chapter 15 of FAA Order 8260.3B, Terminal Instrument Procedures (TERPS).
So it says look in TERPS, Chapter 15. Here's what it says there:
1510. ENROUTE OBSTACLE CLEARANCE AREAS.
[...]
a. Primary Area. The primary obstacle clearance area is described as follows:
[...]
(2) Non-VOR/DME Basic Area. The area is 4 miles each side of the route centerline at all points. Non-VOR/DME primary boundary lines do not splay.
[...]
b. Secondary Areas.
[...]
(2) Non-VOR/DME Basic Area. The non-VOR/DME secondary obstacle clearance areas are a constant 2-mile lateral extension on each side of the primary area.
[...]
a. Primary Area. The primary obstacle clearance area is described as follows:
[...]
(2) Non-VOR/DME Basic Area. The area is 4 miles each side of the route centerline at all points. Non-VOR/DME primary boundary lines do not splay.
[...]
b. Secondary Areas.
[...]
(2) Non-VOR/DME Basic Area. The non-VOR/DME secondary obstacle clearance areas are a constant 2-mile lateral extension on each side of the primary area.
Barty
Well-Known Member
7110.65 makes no distinction between a Q route and Victor/Jet airway when it comes to protected airspace. We still protect 4 miles each side of the airway out to 51NM, expanding to 10NM. Note this only applies to a non-radar situation, ordinarily aircraft are just provided radar separation laterally, which is either 3 or 5 miles.
Keep in mind the airspace we protect for separation purposes is usually different than what TERPS may use for obstacle clearance. The extra 2 miles mentioned probably figures into determining the MEA or MOCA on an airway, but it has nothing to do with what airspace we have to protect.
Keep in mind the airspace we protect for separation purposes is usually different than what TERPS may use for obstacle clearance. The extra 2 miles mentioned probably figures into determining the MEA or MOCA on an airway, but it has nothing to do with what airspace we have to protect.