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AAUP
a) 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, 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.
b) 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.
c) SOIA LDA/PRM Navigation (replaces ILS/
PRM 20.4.2.4 and 20.4.2.5a) 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.
d) SOIA (Name) Airport Visual Segment
(replaces ILS/PRM 20.4.2.5a) 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.
31 JULY 08
ENR 1.5−52 AIP
15 MAR 07 United States of America
Nineteenth Edition Federal Aviation Administration
20.5 SOIA LDA Approach Wake Turbulence.
Pilots are responsible for wake turbulence avoidance
when maneuvering between the LDA missed
approach point and the runway threshold.
20.6 Differences between ILS and ILS/PRM
approaches of importance to the pilot.
20.6.1 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 eminent 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.
20.6.2 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
　
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