AIM

4/3/14

5−4−48

Arrival Procedures

ates a breakout and the primary frequency is blocked

by another transmission, the breakout instruction will

still be heard on the PRM monitor frequency.

NOTE

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At some airports, the override capability may be on other
than the tower frequency (KSFO overrides the final radar
controller frequency). Pilots should carefully review the
dual communications requirements on the AAUP prior to
accepting a PRM approach.

(3) Hand-flown Breakouts.

The use of

the autopilot is encouraged while flying an ILS PRM

or LDA PRM approach, but the autopilot must be dis-

engaged in the rare event that a breakout is issued.

Simulation studies of breakouts have shown that a

hand-flown breakout can be initiated consistently

faster than a breakout performed using the autopilot.

(4) TCAS.

The ATC breakout instruction

is the primary means of conflict resolution. TCAS, if

installed, provides another form of conflict resolution

in the unlikely event other separation standards

would fail. TCAS is not required to conduct a closely

spaced approach.

The TCAS provides only vertical resolution of air-

craft conflicts, while the ATC breakout instruction

provides both vertical and horizontal guidance for

conflict resolutions. Pilots should always immedi-

ately follow the TCAS Resolution Advisory (RA),

whenever it is received. Should a TCAS RA be re-

ceived before, during, or after an ATC breakout

instruction is issued, the pilot should follow the RA,

even if it conflicts with the climb/descent portion of

the breakout maneuver. If following an RA requires

deviating from an ATC clearance, the pilot must ad-

vise ATC as soon as practical. While following an

RA, it is extremely important that the pilot also

comply with the turn portion of the ATC breakout in-

struction unless the pilot determines safety to be

factor. Adhering to these procedures assures the pilot

that acceptable “breakout” separation margins will

always be provided, even in the face of a normal pro-

cedural or system failure.

(5) Breakouts.

The probability is ex-

tremely low that an aircraft will “blunder” from its

assigned approach course and enter the NTZ, causing

ATC to “breakout” the aircraft approaching on the ad-

jacent ILS or LDA course. However, because of the

close proximity of the final approach courses, it is es-

sential that pilots follow the ATC breakout

instructions precisely and expeditiously. The control-

ler’s “breakout” instructions provide conflict

resolution for the threatened aircraft, with the turn

portion of the “breakout” being the single most im-

portant element in achieving maximum protection. A

descending breakout will only be issued when it is the

only controller option. In no case will the controller

descend an aircraft below the MVA, which will

provide at least 1,000 feet clearance above obstacles.

The pilot is not expected to exceed 1,000 feet per

minute rate of descent in the event a descending

breakout is issued.

5

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4

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17. Simultaneous Converging

Instrument Approaches

a.

ATC may conduct instrument approaches

simultaneously to converging runways; i.e., runways

having an included angle from 15 to 100 degrees, at

airports where a program has been specifically

approved to do so.

b.

The basic concept requires that dedicated,

separate standard instrument approach procedures be

developed for each converging runway included.

Missed Approach Points must be at least 3 miles apart

and missed approach procedures ensure that missed

approach protected airspace does not overlap.

c.

Other requirements are: radar availability,

nonintersecting final approach courses, precision

(ILS) approach systems on each runway and, if

runways intersect, controllers must be able to apply

visual separation as well as intersecting runway

separation criteria. Intersecting runways also require

minimums of at least 700 foot ceilings and 2 miles

visibility. Straight in approaches and landings must

be made.

d.

Whenever simultaneous converging

approaches are in progress, aircraft will be informed

by the controller as soon as feasible after initial

contact or via ATIS. Additionally, the radar controller

will have direct communications capability with the

tower controller where separation responsibility has

not been delegated to the tower.

5

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4

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18. RNP AR Instrument Approach

Procedures

These procedures require authorization analogous to

the special authorization required for Category II or

III ILS procedures. Authorization required (AR)

procedures are to be conducted by aircrews meeting