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approaches and enables reduced delays and fuel
savings during reduced visibility operations. It is also
the safest method of increasing ILS capacity through
the use of parallel approaches. The PRM system
incorporates high-update radar with one second or
better update time and a high resolution ATC radar
Figure 5-42. Charlotte/Douglas International (KCLT),
Charlotte, North Carolina, ILS RWY 18.
Figure 5-41. Sacramento International (KSMF), Sacramento,
California, ILS RWY 16L.
5-54
display that contains automated tracking software that
can track aircraft in real time. Position and velocity is
updated each second and a ten second projected position is displayed. The system also incorporates visual
and aural alerts for the controllers.
Approval for ILS PRM approaches requires the airport
to have a precision runway monitoring system and a
final monitor controller who can only communicate
with aircraft on the final approach course. Additionally,
two tower frequencies are required to be used and the
controller broadcasts over both frequencies to reduce
the chance of instructions being missed. Pilot training
is also required for pilots using the PRM system. Part
121 and 135 operators are required to complete training that includes the viewing of one of two videos
available from the FAA through the Flight Standards
District Office (FSDO) or current employer:
• “RDU Precision Runway Monitor: A Pilot’s
Approach.”
• “ILS PRM Approaches, Information for Pilots.”
When pilots or flight crews wish to decline a PRM
approach, ATC must be notified immediately and the
flight will be transitioned into the area at the convenience of ATC. Flight crews should advise ATC within
200 NM of the landing airport if they are not qualified
or not equipped to fly a PRM approach.
The approach chart for the PRM approach typically
requires two pages and outlines pilot, aircraft, and procedure requirements necessary to participate in PRM
operations. [Figure 5-45] Pilots need to be aware of the
differences associated with this type of ILS approach:
• Immediately follow break out instructions as
soon as safety permits.
• Listen to both tower frequencies to avoid missed
instructions from stuck mikes or blocked transmissions. The final ATC controller can override
the radio frequency if necessary.
• Broadcast only over the main tower frequency.
• Disengage the autopilot for breakouts because
hand-flown breakouts are quicker.
• Set the Traffic Alert and Collision Avoidance
System (TCAS) to the appropriate TA (traffic
advisory) or RA (resolution advisory) mode in
compliance with current operational guidance on
the attention all users page (AAUP), or other
authorized guidance, i.e., approved flight manual,
flight operations manual.
It is important to note that descending breakouts may
be issued. Additionally, flight crews will never be
issued breakout instructions that clear them below the
MVA, and they will not be required to descend at more
than 1,000 FPM.
Simultaneous Parallel
ILS Approaches
4,300'
or
Greater
NO TRANSGRESSION ZONE
2,000'
700' or
greater
Figure 5-43. Simultaneous Parallel ILS Approach Criteria.
Simultaneous Close Parallel
ILS Approaches (ILS PRM)
NO TRANSGRESSION ZONE
At Least 3,400'
and Less Than
4,300'
2,000'
700' or
greater
Figure 5-44. Simultaneous Close Parallel ILS Approach (ILS
PRM) Criteria.
5-55
Figure 5-45. St. Louis, Missouri, ILS PRM RWY 11.
5-56
SIMULTANEOUS OFFSET INSTRUMENT
APPROACHES
SOIAs allow simultaneous approaches to two parallel
runways spaced at least 750 feet apart, but less than
3,000 feet. The SOIA procedure utilizes an ILS/PRM
approach to one runway and an offset Localizer-Type
Directional Aid (LDA)/PRM approach with glide
slope to the adjacent runway. The use of PRM technology is also required with these operations; therefore, the approach charts will include procedural
notes such as “Simultaneous approach authorized
with LDA PRM RWY XXX.” San Francisco has the
first published SOIA approach. [Figure 5-46]
The training, procedures, and system requirements for
SOIA ILS/PRM and LDA/PRM approaches are identical with those used for simultaneous close parallel
ILS/PRM approaches until near the LDA/PRM
approach MAP, except where visual acquisition of the
ILS aircraft by the LDA aircraft must be accomplished. If visual acquisition is not accomplished a
missed approach must be executed. A visual segment
　
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