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20.4 Attention All Users Page (AAUP). ILS/PRM and LDA/PRM approach charts have an AAUP associated with them that must be referred to in preparation for conducting the approach. This page contains the following instructions that must be followed if the pilot is unable to accept an ILS/PRM or LDA/PRM approach.
20.4.1 At airports that conduct PRM operations, (ILS/PRM or, in the case of airports where SOIAs are 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). Arriv-ing 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 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 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.
　
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