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(see FAA Advisory Circular 90−98, Simultaneous
Closely Spaced Parallel Operations at Airports Using
Precision Runway Monitor (PRM) Systems).
Arriving flights that are unable to participate in
ILS/PRM or LDA/PRM approaches and have not
received an arrival reservation are subject to
diversion to another airport or delays. Pilots en route
to a PRM airport designated as an alternate, unable to
reach their filed destination, and who are not qualified
to participate in ILS/PRM or LDA/PRM approaches
must advise ATC as soon as practical that they are
unable to participate. Pilots who are qualified to
participate but experience an en route equipment
failure that would preclude participation in PRM
approaches should notify ATC as soon as practical.
2. The AAUP covers the following operational
topics:
(a) ATIS. When the ATIS broadcast advises
ILS/PRM approaches are in progress (or ILS PRM
and LDA PRM approaches in the case of SOIA),
pilots should brief to fly the ILS/PRM or LDA/PRM
approach. If later advised to expect the ILS or LDA
approach (should one be published), the ILS/PRM or
LDA/PRM chart may be used after completing the
following briefing items:
(1) Minimums and missed approach
procedures are unchanged.
(2) PRM Monitor frequency no longer
required.
(3) ATC may assign a lower altitude for
glide slope intercept.
NOTE−
In the case of the LDA/PRM approach, this briefing
procedure only applies if an LDA approach is also
published.
In the case of the SOIA ILS/PRM and LDA/PRM
procedure, the AAUP describes the weather
conditions in which simultaneous approaches are
authorized:
Simultaneous approach weather minimums are
X,XXX feet (ceiling), x miles (visibility).
(b) Dual VHF Communications Required.
To avoid blocked transmissions, each runway will
have two frequencies, a primary and a monitor
frequency. The tower controller will transmit on both
frequencies. The monitor controller’s transmissions,
if needed, will override both frequencies. Pilots will
ONLY transmit on the tower controller’s frequency,
but will listen to both frequencies. Begin to monitor
the PRM monitor controller when instructed by ATC
to contact the tower. The volume levels should be set
about the same on both radios so that the pilots will
be able to hear transmissions on at least one frequency
if the other is blocked. Site specific procedures take
precedence over the general information presented in
this paragraph. Refer to the AAUP for applicable
procedures at specific airports.
A71I1M0.65R CHG 2 37//1315//078
2/14/Arrival Procedures 5−4−41
(c) Breakouts. Breakouts differ from other
types of abandoned approaches in that they can
happen anywhere and unexpectedly. Pilots directed
by ATC to break off an approach must assume that an
aircraft is blundering toward them and a breakout
must be initiated immediately.
(1) Hand−fly breakouts. All breakouts
are to be hand−flown to ensure the maneuver is
accomplished in the shortest amount of time.
(2) ATC Directed “Breakouts.” ATC
directed breakouts will consist of a turn and a climb
or descent. Pilots must always initiate the breakout in
response to an air traffic controller’s instruction.
Controllers will give a descending breakout only
when there are no other reasonable options available,
but in no case will the descent be below the minimum
vectoring altitude (MVA) which provides at least
1,000 feet required obstruction clearance. The AAUP
provides the MVA in the final approach segment as
X,XXX feet at (Name) Airport.
NOTE−
“TRAFFIC ALERT.” If an aircraft enters the “NO
TRANSGRESSION ZONE” (NTZ), the controller will
breakout the threatened aircraft on the adjacent approach.
The phraseology for the breakout will be:
PHRASEOLOGY−
TRAFFIC ALERT, (aircraft call sign) TURN (left/right)
IMMEDIATELY, HEADING (degrees),
CLIMB/DESCEND AND MAINTAIN (altitude).
(d) ILS/PRM Navigation. The pilot may
find crossing altitudes along the final approach
course. The pilot is advised that descending on the
ILS glideslope ensures complying with any charted
crossing restrictions.
SOIA AAUP differences from ILS PRM AAUP
(e) ILS/PRM LDA Traffic (only published
on ILS/PRM AAUP when the ILS PRM approach
is used in conjunctions with an LDA/PRM
approach to the adjacent runway). To provide
better situational awareness, and because traffic on
the LDA may be visible on the ILS aircraft’s TCAS,
　
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