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20.1.2.3 In SOIA, the approach course separation (instead of the runway separation) meets established close parallel approach criteria. Refer to FIG ENR 1.5.31 for the generic SOIA approach geometry. A visual segment of the LDA/PRM approach is established between the LDA MAP and the runway threshold. Aircraft transition in visual conditions from the LDA course, beginning at the LDA MAP, to align with the runway and can be stabilized by 500 feet above ground level (AGL) on the extended runway centerline. Aircraft will be “paired” in SOIA operations, with the ILS aircraft ahead of the LDA aircraft prior to the LDA aircraft reaching the LDA MAP. A cloud ceiling for the approach is established so that the LDA aircraft has nominally 30 seconds to acquire the leading ILS aircraft prior to the LDA aircraft reaching the LDA MAP. If visual acquisition is not accomplished, a missed approach must be executed.
20.2 Requirements.
20.2.1 Besides system requirements as identified in subparagraph 20.1 above all pilots must have completed special training before accepting a clearance to conduct ILS/PRM or LDA/PRM Simultaneous Close Parallel Approaches.
20.2.1.1 Pilot Training Requirement. Pilots must complete special pilot training, as outlined below, before accepting a clearance for a simultaneous close parallel ILS/PRM or LDA/PRM approach.
 a) For operations under 14 CFR Parts 121, 129, and 135 pilots must comply with FAA approved company training as identified in their Operations Specifications. Training, at a minimum, must require pilots to view the FAA video “ILS PRM AND SOIA APPROACHES: INFORMATION FOR AIR CAR-RIER PILOTS.” Refer to http://www.faa.gov for additional information and to view or download the video.
 b) For operations under Part 91:
 1) Pilots operating transport category aircraft must be familiar with PRM operations as contained in this section of the Aeronautical Information Publication (AIP). In addition, pilots operating transport category aircraft must view the FAA video “ILS PRM AND SOIA APPROACHES: IN-FORMATION FOR AIR CARRIER PILOTS.” Refer to http://www.faa.gov for additional informa-tion and to view or download the video.
 2) Pilots not operating transport category aircraft must be familiar with PRM and SOIA operations as contained in this section of the AIP.  The FAA strongly recommends that pilots not involved in transport category aircraft operations view the FAA video, “ILS PRM AND SOIA APPROACHES: INFORMATION FOR GENERAL AVIATION PILOTS.” Refer to http://www.faa.gov for addition-al information and to view or download the video.

FIG ENR 1.5.32
SOIA Approach Geometry

NOTE. 
SAP  The SAP is a design point along the extended centerline of the intended landing runway on the 
glide slope at 500 feet above the landing threshold. It is used to verify a sufficient distance is 
provided for the visual maneuver after the missed approach point (MAP) to permit the pilots to 
conform to approved, stabilized approach criteria. 
MAP  The point along the LDA where the course separation with the adjacent ILS reaches 3,000 feet. 
The altitude of the glide slope at that point determines the approach minimum descent altitude 
and is where the NTZ terminates. Maneuvering inside the MAP is done in visual conditions. 
Angle  Angle formed at the intersection of the extended LDA runway centerline and a line drawn between 
the LDA MAP and the SAP. The size of the angle is determined by the FAA SOIA computer design 
program, and is dependent on whether Heavy aircraft use the LDA and the spacing between the 
runways. 
Visibility  Distance from MAP to runway threshold in statute miles (light credit applies). 
Procedure  LDA aircraft must see the runway landing environment and, if less than standard radar 
separation exists between the aircraft on the adjacent ILS course, the LDA aircraft must visually 
acquire the ILS aircraft and report it in sight to ATC prior to the LDA MAP. 
CC  Clear Clouds. 

Federal Aviation Administration Twentieth Edition
20.2.1.2 ATC Directed Breakout. An ATC di-rected “breakout” is defined as a vector off the ILS or LDA approach course in response to another aircraft penetrating the NTZ, the 2,000 foot wide area located equidistance between the two approach courses that is monitored by the PRM monitor controllers.
20.2.1.3 Dual Communications. The aircraft fly-ing the ILS/PRM or LDA/PRM approach must have the capability of enabling the pilot/s to listen to two communications frequencies simultaneously.
20.3 Radar Monitoring. Simultaneous close par-allel ILS/PRM and LDA/PRM approaches require that final monitor controllers utilize the PRM system to ensure prescribed separation standards are met. Procedures and communications phraseology are also described in paragraph 19., Simultaneous Parallel ILS/MLS Approaches (Independent). A minimum of 3 miles radar separation or 1,000 feet vertical separation will be provided during the turn.on to close parallel final approach courses. To ensure separation is maintained, and in order to avoid an imminent situation during simultaneous close parallel ILS/PRM or SOIA ILS/PRM and LDA/PRM approaches, pilots must immediately comply with PRM monitor controller instructions. In the event of a missed approach, radar monitoring is provided to one.half mile beyond the most distant of the two runway departure ends for ILS/RPM approaches. In SOIA, PRM radar monitoring terminates at the LDA MAP. Final monitor controllers will not notify pilots when radar monitoring is terminated.
　
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