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a secondary aid since the pilot has selected the
navigational aid as the primary aid for the approach.
15.2 Prior to starting final approach, the pilot will be
advised of the frequency on which the advisories will
be transmitted. If, for any reason, radar advisories
cannot be furnished, the pilot will be so advised.
15.3 Advisory information, derived from radar
observations, includes information on:
15.3.1 Passing the final approach fix inbound
(nonprecision approach) or passing the outer marker
or the fix used in lieu of the outer marker inbound
(precision approach).
15.3.2 Trend advisories with respect to elevation
and/or azimuth radar position and movement will be
provided.
NOTE−
At this point, the pilot may be requested to report sighting
the approach lights or the runway.
NOTE−
Whenever the aircraft nears the PAR safety limit, the pilot
will be advised that he/she is well above or below the
glidepath or well left or right of course. Glidepath
information is given only to those aircraft executing a
precision approach, such as ILS or MLS. Altitude
information is not transmitted to aircraft executing other
than precision approaches because the descent portions of
these approaches generally do not coincide with the
depicted PAR glidepath. At locations where the MLS
glidepath and PAR glidepath are not coincidental, only
azimuth monitoring will be provided.
15.3.3 If, after repeated advisories, the aircraft
proceeds outside the PAR safety limit or if a radical
deviation is observed, the pilot will be advised to
execute a missed approach if not visual.
15.4 Radar service is automatically terminated upon
completion of the approach.
16. ILS Approach
16.1 Communications should be established with the
appropriate FAA control tower or with the FAA FSS
where there is no control tower, prior to starting an
ILS approach. This is in order to receive advisory
information as to the operation of the facility. It is also
recommended that the aural signal of the ILS be
31 JULY 08
ENR 1.5−42 AIP
15 MAR 07 United States of America
Nineteenth Edition Federal Aviation Administration
monitored during an approach as to assure continued
reception and receipt of advisory information, when
available.
17. ILS/MLS Approaches to Parallel
Runways
17.1 ATC procedures permit ILS instrument
approach operations to dual or triple parallel runway
configurations. ILS/MLS approaches to parallel
runways are grouped into three classes: Parallel
(dependent) ILS/MLS Approaches; Simultaneous
Parallel (independent) ILS/MLS Approaches; and
Simultaneous Close Parallel (independent) ILS
Precision Runway Monitor (PRM) Approaches. (See
FIG ENR 1.5−25.) The classification of a parallel
runway approach procedure is dependent on adjacent
parallel runway centerline separation, ATC
procedures, and airport ATC radar monitoring and
communications capabilities. At some airports one or
more parallel localizer courses may be offset up to
3 degrees. Offset localizer configurations result in
loss of Category II capabilities and an increase in
decision height (50 feet).
17.2 Parallel approach operations demand heightened
pilot situational awareness. A thorough
Approach Procedure Chart review should be
conducted with, as a minimum, emphasis on the
following approach chart information: name and
number of the approach, localizer frequency, inbound
localizer/azimuth course, glide slope intercept
altitude, decision height, missed approach instructions,
special notes/procedures, and the assigned
runway location/proximity to adjacent runways.
Pilots will be advised that simultaneous ILS/MLS or
simultaneous close parallel ILS PRM approaches are
in use. This information may be provided through the
ATIS.
17.3 The close proximity of adjacent aircraft
conducting simultaneous parallel ILS/MLS and
simultaneous close parallel ILS PRM approaches
mandates strict pilot compliance with all ATC
clearances. ATC assigned airspeeds, altitudes, and
headings must be complied with in a timely manner.
Autopilot coupled ILS/MLS approaches require pilot
knowledge of procedures necessary to comply with
ATC instructions. Simultaneous parallel ILS/MLS
and simultaneous close parallel ILS PRM approaches
necessitate precise localizer tracking to minimize
final monitor controller intervention, and unwanted
No Transgression Zone (NTZ) penetration. In the
unlikely event of a breakout, a vector off the approach
course prior to the decision altitude (DA), ATC will
　
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