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pilots are reminded of the fact that aircraft will be
maneuvering behind them to align with the adjacent
runway. While conducting the ILS/PRM approach to
Runway XXX, other aircraft may be conducting the
offset LDA/PRM approach to Runway XXX. These
aircraft will approach from the (left/right)−rear and
will realign with runway XXX after making visual
contact with the ILS traffic. Under normal
circumstances these aircraft will not pass the ILS
traffic.
SOIA LDA/PRM AAUP Items. The AAUP for the
SOIA LDA/PRM approach contains most
information found on ILS/PRM AAUPs. It replaces
certain information as seen below and provides pilots
with the procedures to be used in the visual segment
of the LDA/PRM approach, from the time the ILS
aircraft is visually acquired until landing.
(f) SOIA LDA/PRM Navigation (replaces
ILS/PRM (d) and (e) above). The pilot may find
crossing altitudes along the final approach course.
The pilot is advised that descending on the LDA
glideslope ensures complying with any charted
crossing restrictions. Remain on the LDA course
until passing XXXXX (LDA MAP name)
intersection prior to maneuvering to align with the
centerline of runway XXX.
(g) SOIA (Name) Airport Visual Segment
(replaces ILS/PRM (e) above). Pilot procedures for
navigating beyond the LDA MAP are spelled out. If
ATC advises that there is traffic on the adjacent ILS,
pilots are authorized to continue past the LDA MAP
to align with runway centerline when:
(1) the ILS traffic is in sight and is expected
to remain in sight,
(2) ATC has been advised that “traffic is in
sight.”
(3) the runway environment is in sight.
Otherwise, a missed approach must be executed.
Between the LDA MAP and the runway threshold,
pilots of the LDA aircraft are responsible for
separating themselves visually from traffic on the ILS
approach, which means maneuvering the aircraft as
necessary to avoid the ILS traffic until landing, and
providing wake turbulence avoidance, if applicable.
Pilots should advise ATC, as soon as practical, if
visual contact with the ILS traffic is lost and execute
a missed approach unless otherwise instructed by
ATC.
e. SOIA LDA Approach Wake Turbulence.
Pilots are responsible for wake turbulence avoidance
when maneuvering between the LDA missed
approach point and the runway threshold.
7/31/08 AIM
AIM 2/14/08
5−4−42 Arrival Procedures
f. Differences between ILS and ILS/PRM
approaches of importance to the pilot.
1. Runway Spacing. Prior to ILS/PRM and
LDA/PRM approaches, most ATC directed breakouts
were the result of two aircraft in−trail on the same
final approach course getting too close together.
Two aircraft going in the same direction did not
mandate quick reaction times. With PRM
approaches, two aircraft could be along side each
other, navigating on courses that are separated by less
than 4,300 feet. In the unlikely event that an aircraft
“blunders” off its course and makes a worst case turn
of 30 degrees toward the adjacent final approach
course, closing speeds of 135 feet per second could
occur that constitute the need for quick reaction. A
blunder has to be recognized by the monitor
controller, and breakout instructions issued to the
endangered aircraft. The pilot will not have any
warning that a breakout is imminent because the
blundering aircraft will be on another frequency. It is
important that, when a pilot receives breakout
instructions, he/she assumes that a blundering aircraft
is about to or has penetrated the NTZ and is heading
toward his/her approach course. The pilot must
initiate a breakout as soon as safety allows. While
conducting PRM approaches, pilots must maintain an
increased sense of awareness in order to immediately
react to an ATC instruction (breakout) and maneuver
as instructed by ATC, away from a blundering
aircraft.
2. Communications. To help in avoiding
communication problems caused by stuck
microphones and two parties talking at the same time,
two frequencies for each runway will be in use during
ILS/PRM and LDA/PRM approach operations, the
primary tower frequency and the PRM monitor
frequency. The tower controller transmits and
receives in a normal fashion on the primary frequency
and also transmits on the PRM monitor frequency.
The monitor controller’s transmissions override on
both frequencies. The pilots flying the approach will
listen to both frequencies but only transmit on the
primary tower frequency. If the PRM monitor
　
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