all pilots in filing preferred routes results in fewer air traffic
delays and better efficiency for departure, en route, and
arrival air traffic service. [Figure 2-15]
Substitute Airway or Route Structures
ARTCCs are responsible for specifying essential substitute
airway or route segments (sub-routes) and fixes for use
during scheduled or unscheduled VOR/VORTAC shutdowns.
Scheduled shutdowns of navigational facilities require
planning and coordination to ensure an uninterrupted
flow of air traffic. Aeronautical Information Services, in
coordination with the ARTCCs, determine when the length
of outages or other factors require publication of sub-
routes and Flight Program Operations (AJW-3) provides
flight inspection services, obstacle clearance verification,
certification, and final approval of substitute routes.
Substitute Airway En Route Flight Procedures
A schedule of proposed facility shutdowns within the region
is maintained and forwarded as far in advance as possible
to enable the substitute routes to be published. Substitute
routes are normally based on VOR/VORTAC facilities
established and published for use in the appropriate
altitude strata. In the case of substitute routes in the upper
airspace stratum, it may be necessary to establish routes by
reference to VOR/VORTAC facilities used in the low altitude
system. Non-directional (radio) beacon (NDB) facilities may
only be used where VOR/VORTAC coverage is inadequate
and ATC requirements necessitate use of such NAVAIDs.
Where operational necessity dictates, NAVAIDs may be
used beyond their standard service volume (SSV) limits that
define the reception limits of unrestricted NAVAIDs, which
are usable for random/unpublished route navigation,
provided that the routes can be given adequate frequency
protection.
Uncontrolled airspace
BCD vortac (shutdown)
ABC vortac
Sub-route V-98
CDE vortac
V-98 Obstacle study and flight
inspection of sub-route required
(Centerline must be in
controlled airspace)
Figure 2-16 14 CFR Part 95 sub-routes.
Uncontrolled airspace
BCD vortac (shutdown)
ABC vortac
Off-airway sub-route
CDE vortac
V-98 Obstacle study and flight
inspection of sub-route required
Figure 2-17 Non-Part 95 sub-routes.
GHI vortac IJK vortac (L)HIJ vortac
V-204 V-204
Obstacle study flight
inspection and ESV’s
required
GHI vortac IJK vortac (L)
HIJ vortac (shutdown)
SUB-ROUTE V-204
60*
Figure 2-18 Sub-route wider than existing route.
The centerline of substitute routes must be contained
within controlled airspace [Figure 2-16], although substitute
routes for off-airway routes may not be in controlled air-
space. [Figure 2-17] Substitute routes are flight inspected
to verify clearance of controlling obstacles and to check for
satisfactory facility performance. If substitute routes do not
overlie existing routes, or are wider than existing routes,
map studies are required to identify controlling obstacles.
[Figure 2-18] The format for describing substitute routes
is from navigational fix to navigational fix. A minimum en
route altitude (MEA) and a maximum authorized altitude
(MAA) are provided for each route segment. Temporary
reporting points may be substituted for the out-of-service
facility and only those other reporting points that are
essential for ATC. Normally, temporary reporting points
over intersections are not necessary where Center radar
coverage exists. A minimum reception altitude (MRA) is
established for each temporary reporting point.
Tower En Route Control
Tower en route control (TEC) is an ATC program available
to pilots that provides a service to aircraft proceeding to
and from metropolitan areas. It links designated approach
control areas by a network of identified routes made up
of the existing airway structure of the NAS, which makes
it possible to fly an IFR flight without leaving approach
control airspace. [Figure 2-19] This service is designed
to help expedite air traffic and reduces ATC and pilot
communication requirements. The program is generally
used by non-turbojet aircraft operating at and below
10,000 feet but a few facilities, such as Milwaukee and
Chicago, have allowed turbojets to proceed between
city pairs. Participating flights are relatively short with a
duration of two hours or less.
TEC is referred to as tower en route, or tower-to-tower, and
allows flight beneath the en route structure. TEC reallocates
airspace both vertically and geographically to allow flight
planning between city pairs while remaining with approach
control airspace. All users are encouraged to use the TEC
route descriptions located in the CS when filing flight plans.
[Figure 2-20] All published TEC routes are designed to avoid
en route airspace, and the majority is within radar coverage.
Tower En Route Control Route Descriptions
The graphic depiction of TEC routes located in the CS is not
to be used for navigation or for detailed flight planning
because not all city pairs are depicted. The information
is intended to show geographic areas connected by TEC.
[Figure 2-19] Pilots should refer to the route descriptions
for specific flight planning.
As shown in Figure 2-20, the route description contains four
columns of information. The first column is the approach
control area within which the departure airport is located,
which are listed alphabetically. The second column shows
the specific route, airway, or radial that is to be used.
The third column shows the highest altitude allowed for
TOWER EN ROUTE CONTROL (TEC)
Northeast U.S. (Eastern)
(Lines connecting airports
depict adjacent approach
control facilities)
CLE
Radar approach control area
PIT
CKB
ROA
RIC
IAD
HAR
RDG
ABE
NYC
ACY
WRIPHL
BWI
DOV
AVP
BGM
ELM
DCA
PXT
ORF
CRW
GSO
ERI
BUF
YNG
CAK
HTS
PENNSYLVANIA
WEST VIRGINIA
VIRGINIA
MARYLAND NEW JERSEY
DELAWARE
LEGEND
Figure 2-19. Tower En Route Control (TEC) Northeast U.S. (Eastern).
the route, and the fourth shows the destination airport,
which are also listed alphabetically. When flight planning,
it is important to always check current publications for
information about the departure and destination airport.
Routes are effective only during each respective terminal
facilities normal operating hours. Always check NOTAMs
to ensure that appropriate terminal facilities are operating
for the planned flight time. Altitudes are always listed in
thousands of feet. ATC may request that the pilot changes
altitude while in flight in order to maintain the flight within
approach control airspace. ATC provides radar monitoring
and, if necessary, course guidance if the highest altitude
assigned is below the MEA.
Shown in Figure 2-21, under the second column, the word
“Direct” appears as the route when radar vectors are used
or no airway exists. This also indicates that a SID or STAR
may be assigned by ATC. When a NAVAID or intersection
identifier appears with no airway immediately preceding
or following the identifier, the routing is understood to be
direct to or from that point unless otherwise cleared by ATC.
Routes beginning and ending with an airway indicate that
the airway essentially overflies the airport, or radar vectors
are issued. [Figure 2-21] Where more than one route is listed
to the same destination, ensure that the correct route for
the type of aircraft classification has been filed. These are
denoted after the route in the altitude column using J (jet
powered), M (turbo props/special, cruise speed 190 knots
or greater), P (non-jet, cruise speed 190 knots or greater),
or Q (non-jet, cruise speed 189 knots or less). [Figure 2-22]
Although all airports are not listed under the destination
column, IFR flights may be planned to satellite airports in
the proximity of major airports via the same routing. When
filing flight plans, the coded route identifier (i.e., BURL 1,
VTUL4, or POML3) may be used in lieu of the route of flight.
Highest
Route
Altitude Destination
............ V93 LRP V39 ETX
7000 Allentown
............ V268 LEEAH V229
7000 Atlantic City
............ V268 ENO V16 JFK V229 HFD CLOWW (Single 7000 Bangor
engine and /E, /F . /G only)
............ V268 ENO V16 JFK V229 HFD CLOWW (Single 7000 Bar Harbor
engine and /E, /F . /G only)
............ V93 LRP V499
7000 Binghamton
............ V268 ENO V16 JFK V229
7000 Boston (North)
HFD HFDO53 DREEM (Single engine only)
............ V268 ENO V16 JFK V229 HFD V3 WOONS
7000 Boston
(Single engine only)
............ V268 ENO V16 JFK V229 BDR BDR014
7000 Boston
JUDDS (Single engine only)
............ V268 ENO V16 JFK V229 BDR (Single
7000 Bradley
engine only)
............ V268 ENO V16 JFK V229 BDR (Single
7000 Bridgeport
engine only)
............ V31 HAR
7000 Capital City
............ V268 ENO
7000 Dover AFB
............ V44 MRB
6000 Dulles
............ V268 ENO V16 JFK V229 BRD MAD
7000 Groton
MAD126 MONDI (Single engine only)
TOWER EN ROUTE CONTROL
Approach Control Area
(Including Satellites)
Baltimore
Highest
Route
Altitude Destination
............ EJC V149 LHY
8000 Albany
............ ETX LHY
8000 Albany
............ V149 MAZIE ARD CYN
5000 Atlantic City
............ V93 LRP
8000 Baltimore
............ EXT V162 DUMMR V93 LRP
6000 Baltimore
............ V39 LRP
8000 Baltimore
............ V130
10000 Bradley
............ Direct
10000 Bradley
............ FJC STW
5000 Caldwell
............ (2) EXT V30 SBJ
5000 Farmingdale
............ ETX V162 HAR
8000 Harrisburg
............ Direct
10000 Hartford
............ EXT ETX004 WEISS
4000 Hazleton
............ EXT V39
4000 Lancaster
TOWER EN ROUTE CONTROL
Approach Control Area
(Including Satellites)
Allentown
Figure 2-20. Chart Supplement (NE), Tower En Route Control route descriptions (Baltimore).
Figure 2-21. Chart Supplement (NE), Tower En Route Control route descriptions (Allentown).
Highest
Route
Altitude Destination
............ V229 DIXIE V276 ARD
6000 Allentown
............ V1 DIXIE V276 ARD (Single engine only)
6000 Allentown
............ V1 ATR V308 OTT
4000 Andrews, AFB
............ LEEAH V268 BAL
4000 Baltimore
............ V1 JFK V229 HFD CLOWM (Single engine and 6000 Bangor
/E, /F , /G only)
............ V1 JFK V229 HFD CLOWM (Single engine and 6000 Bar Harbor
/E, /F , /G only)
............ V1 JFK V229 HFD HFD053 DREEM (Single
6000 Boston (North)
(Single engine only)
............ V1 JFK V229 HFD V3 WOONS (Single engine 6000 Boston
only
............ V1 JFK V229 HFD FOSTY WOONS (Single
6000 Boston
engine only)
............ V1 JFK V229 BDR BDR14 JUDDS (Single
6000 Bradley
engine only)
............ V184 ZIGGI JFK 210 JFK V229 BDR (Twins
6000 Bridgeport
only, n/a between 1400-2100)
............ HOWIE V1 JFK V229 BDR (Single engine only) 6000 Bridgeport
............ V184 00D DQO V469 HAR
4000 Capital City
TOWER EN ROUTE CONTROL
Approach Control Area
(Including Satellites)
Atlantic City
Figure 2-22. Chart Supplement (NE), Tower En Route Control route descriptions (Atlantic City).
Airway and Route System
There are three fixed route systems established for
air navigation purposes. They are the Federal airway
consisting of VOR (low victor airways, high jet routes),
NDB (low or medium frequency) and the RNAV route
system. To the extent possible, these route systems are
aligned in an overlying manner to facilitate transition
between each. The majority of the airways are made up
of victor airways, jet routes, and RNAV, but some low/
medium frequency (L/MF) airways and routes are still
being used in Alaska and one other that is located off
the coast of North Carolina and is called Green 13 (G13).
[Figure 2-23]
Airway/Route Depiction
IFR en route charts show all IFR radio NAVAIDs that have
been flight-checked by the FAA and are operational. The
FAA, Aeronautical Information Services publishes and
distributes U.S. Government Civil Aeronautical Charts and
flight information publications. IFR en route navigation
information is provided on three charts: IFR en route low
Figure 2-23. Low frequency airway G13.
altitude chart, IFR en route high altitude chart, and Terminal
Area Chart (TAC). [Figure 2-24A and B]
Figure 2-24. IFR en route low altitude (left) and high altitude (right) charts.
IFR En Route Low Altitude Chart
En route low altitude charts provide aeronautical
information for navigation under IFR conditions below
18,000 feet MSL. Low altitude charts [Figure 2-25] include
the following information:
• Airways [Figure 2-25A]
• RNAV routes [Figure 2-25B]
• Limits of controlled airspace [Figure 2-25C]
• VHF radio aids to navigation (frequency, identification,
channel, geographic coordinates) [Figure 2-25D]
• Airports that have an instrument approach procedure
or a minimum 3,000 foot hard surface runway
[Figure 2-25E]
• Off-route obstruction clearance altitudes (OROCA)
[Figure 2-25F]
• Reporting points [Figure 2-25G]
• Special use airspace areas [Figure 2-25H]
• Military training routes [Figure 2-25I]
IFR aeronautical charts depict VOR airways (airways based
on VOR or VORTAC NAVAIDs) in black, identified by a “V”
(Victor) followed by the route number (e.g., V12). [Figure
2-26] LF/MF airways (airways based on LF/MF NAVAIDs)
are sometimes referred to as colored airways because they
are identified by color name and number (e.g., Amber One,
charted as A1). Green and red airways are plotted east and
west, and amber and blue airways are plotted north and
south. Regardless of their color identifier, LF/MF airways
are depicted in brown. [Figure 2-27]
Airway/route data, such as the airway identifications,
bearings or radials, mileages, and altitude (e.g., MEA),
minimum obstacle clearance altitude (MOCA), and MAA,
are shown aligned with the airway and in the same color
as the airway. [Figure 2-26]
All airways/routes that are predicated on VOR or VORTAC
NAVAIDs are defined by the outbound radial from the
NAVAID. Airways/routes that are predicated on LF/MF
NAVAIDs are defined by the inbound bearing.
New low altitude RNAV routes have been created by the
FAA. RNAV routes provide more direct routing for IFR
aircraft and enhance the safety and efficiency of the NAS. In
order to utilize these routes, aircraft must be equipped with
IFR approved GNSS. In Alaska, when using RNAV routes, the
aircraft must be equipped with Technical Standing Order
(TSO)-145a and 146a equipment.
Low altitude RNAV only routes are identified by the letter
“T” prefix, followed by a three digit number (T-200 to T-500).
RNAV routes are depicted in aeronautical blue, as well as the
RNAV route data, which includes the following [Figure 2-28]:
• Route line
• Identification boxes
122.4
Figure 2-25. Information found on en route low altitude charts.
Figure 2-26. Victor airways.
Figure 2-27. LF/MF airways.
E VALENTINE
Miller Fld
(VTN)
2596 47L
VALENTINE
314 VTN
35 10000
V190 53
TAFOY
L 83
28.55
Victor Route (with RNAV/GPS
MEA shown in blue)
*35 00
3 50 0G
S 50 0
5000G
*5400
6000G
268 088
NGOZI
GRANT
Waypoint
Magnetic reference bearing
Hot Springs Muni
(HSR)
3150 45L
AINSWORTH
112.7 ANW 74
N42°34.15' W99°59.38'
COLUMBUS
122.4D
+
CYR-000
CYA-000
(MU) D-000
SPECIAL USE AIRSPACE
WALL 1
MOA
WALL 2
MOA
Exclusion area and note
Line delimits
internal separation
of same special
use area or
exclusion areas
IR-15-17
AINSWORTH
114.0 MAI 87
N30°47.17' W85°07.47'
GAINESVILLE
Figure 2-28. Low altitude RNAV routes.
• Mileages
• Waypoints
• Waypoint names
• Magnetic reference bearings
• MEAs
Magnetic reference bearings are shown originating from a
waypoint, fix/reporting point, or NAVAID. A GNSS MEA for
each segment is established to ensure obstacle clearance
Figure 2-29. Low altitude RNAV route data.
and communications reception. All MEAs are identified
with a “G” suffix. [Figure 2-29]
Joint Victor/RNAV routes are depicted using black for
the victor airways and blue for the RNAV routes, and the
identification boxes for each are shown adjacent to one
another. Magnetic reference bearings are not shown. MEAs
are stacked in pairs or in two separate columns, GNSS
and Victor. On joint routes, or victor routes, RNAV specific
information is printed in blue. [Figure 2-30]
5000G
*5400
6000G
268 088
NGOZI
GRANT
Waypoint
Magnetic reference bearing
T228 V333
JES VAL BILLY TOMMY YATES
333 3324400
7000G
*6700
8000G
*6700
10 10 49 40109
Figure 2-30. Joint Victor/RNAV airway.