titled ILS PRM Rwy XXX (Simultaneous Close Par-
allel).
NOTE-
ATC does not use the word "independent" when advert-
ising these operations on the ATIS.
EXAMPLE-

Simultaneous ILS PRM 33L and ILS PRM 33R approaches
in progress.

(a) In the discussion below, RNAV PRM and
GLS PRM approaches may be substituted for one or
both of the ILS PRM approaches in a simultaneous
close parallel operation, or, in the case of SOIA, may
be substituted for an ILS PRM and/or LDA PRM ap-
proach. RNAV PRM or GLS PRM approaches utilize
the same applicable chart notations and the same
fixes, crossing altitudes, and missed approach pro-
cedures as the ILS PRM or LDA PRM approach it
overlays. Vertical guidance for an RNAV PRM or
GLS PRM approach must be used when substituting
for an ILS PRM or LDA PRM approach.
(b) RNAV PRM and GLS PRM approaches
may be substituted for:

(1) one or both of the ILS PRM approaches
in a simultaneous close parallel operation, or
(2) the ILS PRM and/or LDA PRM ap-
proach in a Simultaneous Offset Instrument
Approach (SOIA) operation.

(c) The pilot may request to fly the RNAV
PRM or GLS PRM approach in lieu of either the ILS
PRM and LDA PRM approaches. ATIS may advert-
ise RNAV or GLS PRM approaches to the affected
runway or runways in the event of the loss of ground
based NAVAIDS. The Attention All Users Page will
address ILS PRM, LDA PRM, RNAV PRM, or GLS
PRM approaches as applicable. In the remainder of
this section:
(1) The RNAV PRM or GLS PRM ap-
proaches may be substituted when reference is made
to an ILS, LOC, or SOIA offset LDA PRM approach.

(2) The RNAV PRM or GLS PRM Missed
Approach Point (MAP) in SOIA operations may be
substituted when reference is made to the LDA PRM
MAP.
2. Flight Management System (FMS) coding of
the offset RNAV PRM and GLS PRM approaches in
a SOIA operation is different than other RNAV and
GLS approach coding in that it does not match the ini-

tial procedure published on the charted IAP. In the
SOIA design of the offset approach, the lateral course
terminates at the fictitious threshold point (FTP),
which is an extension of the final approach course to
a point near the runway threshold. The FTP is desig-

nated in the approach coding as the MAP so that
vertical guidance is available to the pilot to the run-
way threshold, just as vertical guidance is provided
by the LDA glideslope. RNAV and GLS lateral guid-
ance, in contrast, is discontinued at the charted MAP
and replaced by visual maneuvering to accomplish
runway alignment in the same manner as LDA course
guidance is discontinued at the MAP.

As a result of this RNAV and GLS approach coding,
when executing a missed approach at and after
passing the charted MAP, a heading must initially be
flown, either hand-flown or using autopilot "heading
mode," before engaging LNAV. If the pilot engages
LNAV immediately, the aircraft will continue to track
toward the FTP instead of commencing a turn toward
the missed approach holding fix. Notes on the charted
IAP and in the AAUP make specific reference to this
procedure.

Because the SOIA LDA approach is coded in the
FMS in same manner as the RNAV GPS approach,
this same procedure should be utilized when conduct-
ing the LDA PRM missed approach at or inside of the
LDA MAP.

Some FMSs do not code waypoints inside of the FAF
as part of the approach. Therefore, the depicted MAP
on the charted IAP may not be included in the offset
approach coding. Pilots utilizing those FMSs may
identify the location of the waypoint by noting its dis-
tance from the FTP as published on the charted IAP.
In those same FMSs, the straight-in SOIA approach
will not display a waypoint inside the PFAF. The
same procedures may be utilized to identify the un-
coded waypoint. In this case, the location is
determined by noting its distance from the runway
waypoint as published on the charted IAP.

Because the FTP is coded as the MAP, the FMS map
display will depict the initial missed approach course
as beginning at the FTP. This depiction does not
match the charted initial missed approach procedure
on the IAP. Pilots are reminded that charted IAP guid-
ance is to be followed, not the map display. Once the
aircraft completes the initial turn when commencing