AIM
4/3/14
5−4−47
Arrival Procedures
is used in conjunction with an LDA PRM ap-
proach 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 ap-
proach from the (left/right)-rear and will realign with
Runway XXX after making visual contact with the
ILS traffic. Under normal circumstances, these air-
craft will not pass the ILS traffic.
(2) SOIA LDA PRM Items.
The AAUP
section for the SOIA LDA PRM approach contains
most information found in the ILS PRM section. It re-
places certain information as seen below and
provides pilots with the procedures to be used in the
visual segment of the LDA PRM approach from the
LDA MAP until landing.
(3) SOIA LDA PRM Navigation (re-
and (1) above). The pilot may
find crossing altitudes published along the final ap-
proach course. The pilot is advised that descending on
the LDA glideslope ensures complying with any
charted crossing restrictions. Remain on the LDA
course until passing XXXXX (LDA MAP name) in-
tersection prior to maneuvering to align with the
centerline of Runway XXX.
(4) SOIA (Name) Airport Visual Seg-
ment (replaces ILS PRM
procedures for navigating beyond the LDA MAP are
spelled out. If ATC advises that there is traffic on the
adjacent ILS, pilots are authorized to continue past
the LDA MAP to align with runway centerline when:
[a]
the ILS traffic is in sight and is
expected to remain in sight,
[b]
ATC has been advised that “traffic is
in sight.” (ATC is not required to acknowledge this
transmission),
[c]
the runway environment is in sight.
Otherwise, a missed approach must be executed.
Between the LDA MAP and the runway threshold, pi-
lots conducting the LDA PRM approach are
responsible for separating themselves visually from
traffic conducting the ILS PRM approach to the adja-
cent runway, which means maneuvering the aircraft
as necessary to avoid that traffic until landing, and
providing wake turbulence avoidance, if applicable.
Pilots maintaining visual separation should advise
ATC, as soon as practical, if visual contact with the
aircraft conducting the ILS PRM approach is lost and
execute a missed approach unless otherwise instruc-
ted by ATC.
(f) Differences between ILS and ILS PRM
approaches of importance to the pilot.
(1) Runway Spacing.
Prior to simultan-
eous close parallel approaches, most ATC directed
breakouts were the result of two aircraft in-trail on the
same final approach course getting too close together.
Two aircraft going in the same direction did not man-
date quick reaction times. With PRM closely spaced
approaches, two aircraft could be alongside each oth-
er, navigating on courses that are separated by less
than 4,300 feet. In the unlikely event that an aircraft
“blunders” off its course and makes a worst case turn
of 30 degrees toward the adjacent final approach
course, closing speeds of 135 feet per second could
occur that constitute the need for quick reaction. A
blunder has to be recognized by the monitor control-
ler, and breakout instructions issued to the
endangered aircraft. The pilot will not have any warn-
ing that a breakout is imminent because the
blundering aircraft will be on another frequency. It is
important that, when a pilot receives breakout
instructions, he/she assumes that a blundering aircraft
is about to or has penetrated the NTZ and is heading
toward his/her approach course. The pilot must initi-
ate a breakout as soon as safety allows. While
conducting PRM approaches, pilots must maintain an
increased sense of awareness in order to immediately
react to an ATC instruction (breakout) and maneuver
as instructed by ATC, away from a blundering air-
craft.
(2) Communications.
To help in avoiding
communication problems caused by stuck micro-
phones and two parties talking at the same time, two
frequencies for each runway will be in use during ILS
PRM and LDA PRM approach operations, the
primary tower frequency and the PRM monitor fre-
quency. The tower controller transmits and receives
in a normal fashion on the primary frequency and also
transmits on the PRM monitor frequency. The monit-
or controller’s transmissions override on both
frequencies. The pilots flying the approach will listen
to both frequencies but only transmit on the primary
tower frequency. If the PRM monitor controller initi-