Federal Aviation Administration Twentieth Edition
19.2 Radar Monitoring. This service is provided for each simultaneous parallel ILS/MLS approach to ensure aircraft do not deviate from the final approach course. Radar monitoring includes instructions if an aircraft nears or penetrates the prescribed NTZ (an area 2,000 feet wide located equidistant between parallel final approach courses). This service will be provided as follows:
19.2.1 During turn on to parallel final approach, aircraft will be provided 3 miles radar separation or a minimum or 1,000 feet vertical separation. The assigned altitude must be maintained until intercept-ing the glide path, unless cleared otherwise by ATC. Aircraft will not be vectored to intercept the final approach course at an angle greater than thirty degrees.
19.2.2 The final monitor controller will have the capability of overriding the tower controller on the tower frequency.
19.2.3 Pilots will be instructed to monitor the tower frequency to receive advisories and instructions.
19.2.4 Aircraft observed to overshoot the turn.on or to continue on a track which will penetrate the NTZ will be instructed to return to the correct final approach course immediately. The final monitor controller may also issue missed approach or breakout instructions to the deviating aircraft.
PHRASEOLOGY.
“(Aircraft call sign) YOU HAVE CROSSED THE FINAL
APPROACH  COURSE.  TURN  (left/right) 
IMMEDIATELY  AND  RETURN  TO  THE 
LOCALIZER/AZIMUTH COURSE.” 

or
“(Aircraft call sign) TURN (left/right) AND RETURN TO THE LOCALIZER/AZIMUTH COURSE.”
19.2.5 If a deviating aircraft fails to respond to such instructions or is observed penetrating the NTZ, the aircraft on the adjacent final approach course may be instructed to alter course.
PHRASEOLOGY.
“TRAFFIC ALERT (aircraft call sign) TURN (left/right) IMMEDIATELY HEADING (degrees), (climb/descend) AND MAINTAIN (altitude).”
19.2.6 Radar monitoring will automatically be terminated when visual separation is applied, the aircraft reports the approach lights or runway in sight, or the aircraft is 1 mile or less from the runway threshold (for runway centerlines spaced 4,300 feet or greater). Final monitor controllers will not advise pilots when radar monitoring is terminated.

FIG ENR 1.5.31
ILS PRM Approaches (Simultaneous Close Parallel)

20. Simultaneous Close Parallel ILS PRM Approaches (Independent) and Simultaneous Offset Instrument Approaches (SOIA) (See FIG ENR 1.5.31)
20.1 System
20.1.1 ILS/PRM is an acronym for Instrument Landing System/Precision Runway Monitor.
20.1.1.1 An approach system that permits simulta-neous ILS/PRM approaches to dual runways with centerlines separated by less than 4,300 feet but at least 3,400 feet for parallel approach courses, and at least 3,000 feet if one ILS if offset by 2.5 to
3.0 degrees. The airspace between the final approach courses contains a No Transgression Zone (NTZ) with surveillance provided by two PRM monitor controllers, one for each approach course. To qualify for reduced lateral runway separation, monitor controllers must be equipped with high update radar and high resolution ATC radar displays, collectively called a PRM system. The PRM system displays almost instantaneous radar information. Automated tracking software provides PRM monitor controllers with aircraft identification, position, speed and a ten.second projected position, as well as visual and aural controller alerts. The PRM system is a supplemental requirement for simultaneous close parallel approaches in addition to the system requirements for simultaneous parallel ILS/MLS approaches described in paragraph 19., Simultaneous Parallel ILS/MLS Approaches (Independent).

Federal Aviation Administration Twentieth Edition
20.1.1.2 Simultaneous close parallel ILS/PRM approaches are depicted on a separate Approach Procedure Chart titled ILS/PRM Rwy XXX (Simultaneous Close Parallel).
20.1.2 SOIA is an acronym for Simultaneous Offset Instrument Approach, a procedure used to conduct simultaneous approaches to runways spaced less than 3,000 feet, but at least 750 feet apart. The SOIA procedure utilizes an ILS/PRM approach to one runway and an offset Localizer Type Directional Aid (LDA)/PRM approach with glide slope to the adjacent runway.
20.1.2.1 The ILS/PRM approach plates used in SOIA operations are identical to other ILS/PRM approach plates, with an additional note, which provides the separation between the two runways used for simultaneous approaches. The LDA/PRM approach plate displays the required notations for closely spaced approaches as well as depicting the visual segment of the approach, and a note that provides the separation between the two runways used for simultaneous operations.
20.1.2.2 Controllers monitor the SOIA ILS/PRM and LDA/PRM approaches with a PRM system using high update radar and high.resolution ATC radar displays in exactly the same manner as is done for ILS/PRM approaches. The procedures and system requirements for SOIA ILS/PRM and LDA/PRM approaches are identical with those used for simultaneous close parallel ILS/PRM approaches until near the LDA/PRM approach missed approach point (MAP)...where visual acquisition of the ILS aircraft by the LDA aircraft must be accomplished. Since the ILS/PRM and LDA/PRM approaches are identical except for the visual segment in the SOIA concept, an understanding of the procedures for conducting ILS/PRM approaches is essential before conducting a SOIA ILS/PRM or LDA/PRM operation.
　
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