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conducted, ILS/PRM and LDA/PRM approaches)
pilots not qualified to except PRM approaches must
contact the FAA Command Center prior to departure
(1−800−333−4286) to obtain an arrival reservation
(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.
20.4.2 The AAUP covers the following operational
topics:
20.4.2.1 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:
a) Minimums and missed approach procedures are
unchanged.
b) PRM Monitor frequency no longer required.
c) 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).
20.4.2.2 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
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AIP ENR 1.5−51
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
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.
20.4.2.3 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.
a) Hand−fly breakouts. All breakouts are to be
hand−flown to ensure the maneuver is accomplished
in the shortest amount of time.
b) 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).
20.4.2.4 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.
20.4.2.5 SOIA AAUP differences from ILS PRM
　
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