AIM

4/3/14

5−4−46

Arrival Procedures

2.

The AAUP covers the following operational

topics:
Bullet points are published which summarize the

PRM procedures which apply to each approach. The

following information may be summarized in the

bullet points or published in more detail in the Expan-

ded Procedures section of the AAUP.

(a) ATIS.

When the ATIS broadcast advises

ILS PRM approaches are in progress (or ILS PRM

and LDA PRM approaches in the case of SOIA), pi-

lots 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. The pilot may also request

to fly the RNAV (GPS) PRM approach in lieu of

either the ILS PRM and LDA PRM approach. In the

event of the loss of ground based NAVAIDS, the ATIS

may advertise RNAV (GPS) PRM approaches to the

effected runway or runways.

(1)

Minimums and missed approach pro-

cedures are unchanged.

(2)

PRM Monitor frequency no longer re-

quired.

(3)

ATC may assign a lower altitude for

glide slope intercept.

NOTE

−

In the case of the LDA PRM approach, this briefing proced-
ure only applies if an LDA-DME approach is also
published.

In the case of the SOIA ILS PRM and LDA PRM

procedure, the AAUP describes the weather con-

ditions in which simultaneous approaches are

authorized:

Simultaneous approach weather minimums are

X,XXX feet (ceiling), x miles (visibility).

(b) Dual VHF Communications

Required. 

To avoid blocked transmissions, each run-

way will have two frequencies, a primary and a PRM

monitor frequency. The tower controller will transmit

on both frequencies. The monitor controller’s trans-

missions, if needed, will override both frequencies.

Pilots will ONLY transmit on the tower controller’s

frequency, but will listen to both frequencies. Select

the PRM monitor frequency audio only when instruc-

ted 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 proced-

ures take precedence over the general information

presented in this paragraph. Refer to the AAUP for

applicable procedures at specific airports.

NOTE

−

At SFO, pilots conducting SOIA operations select the mon-
itor frequency audio when communicating with the final
radar controller. In this special case, the monitor control-
ler ’s transmissions, if required, override the final
controller’s frequency.

(c) Breakouts.

Breakouts differ from other

types of abandoned approaches in that they can hap-

pen anywhere and unexpectedly. Pilots directed by

ATC to break off an approach must assume that an air-

craft is blundering toward them and a breakout must

be initiated immediately.

(1) Hand-fly breakouts.

All breakouts

are to be hand-flown to ensure the maneuver is ac-

complished in the shortest amount of time.

(2) 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. Con-

trollers 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 vec-

toring altitude (MVA) which provides at least

1,000 feet required obstruction clearance. The

AAUP may provide the MVA in the final approach

segment as X,XXX feet at (Name) Airport.

NOTE

−

“TRAFFIC ALERT.” If an aircraft enters the “NO TRANS-
GRESSION ZONE” (NTZ), the controller will breakout the
threatened aircraft on the adjacent approach. The phras-
eology for the breakout will be:

PHRASEOLOGY

−

TRAFFIC ALERT, (aircraft call sign) TURN (left/right)
IMMEDIATELY, HEADING (degrees), CLIMB/
DESCEND AND MAINTAIN (altitude).

(d) ILS PRM Navigation.

The pilot may

find crossing altitudes published along the final ap-

proach course. If the approach geometry warrants it,

the pilot is advised that descending on the ILS

glideslope ensures complying with any charted

crossing restrictions.

(e) SOIA and ILS PRM differences as

noted on the AAUP

(1) ILS PRM, LDA Traffic (only pub-

lished on the AAUP when the ILS PRM approach