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centerlines separated by less than 3,000 feet with
onelocalizer offset by 2.5 to 3.0degrees using a high
update rate surveillance system with a 1.0-second
radar update; and
1. Provide a minimum of 1,000 feet vertical or
a minimum of 3 miles radar separation between
aircraft during turn-on to final approaches.
NOTECommunications
transfer to the tower controller's
frequency shall be completed prior to losing vertical
separation between aircraft.
2. Provide the minimum applicable radar
separation between aircraft on the same final
approach course.
3. Provide the minimum applicable radar
separation between the LDA aircraft of a leading
SOIA pair and the ILS aircraft in the subsequent
SOIA pair when the parallel runways have
centerlines separated by less than 2500 feet.
REFERENCEFAAO
JO 7110.65, Para 5-5-4, Minima.
b. The following conditions are required when
applying the minimum separation on ILS/MLS and
offset LDA with glideslope courses authorized in
subpara a above:
1. Straight-in landings will be made.
2. ILS, MLS, LDA, glideslope, DME, radar, and
appropriate frequencies are operating normally.
3. Inform aircraft that closely spaced simultaneous
ILS/MLS approaches are in use prior to aircraft
departing an outer fix. This information may be
provided through the ATIS.
4. Clear the aircraft to descend to the
appropriate glideslope/glidepath intercept altitude
soon enough to provide a period of level flight to
dissipate excess speed. Provide at least 1 mile of
straight flight prior to the final approach course
intercept.
NOTENot
applicable to curved and segmented MLS approaches.
5. A No Transgression Zone (NTZ) at least
2,000feet wide is established an equal distance
between extended runway final approach courses and
shall be depicted on the monitor display. The NTZ
begins prior to the point where adjacent inbound
aircraft first lose vertical separation and extends to a
point coincident with the location of the LDA MAP.
The primary responsibility for navigation on the final
approach course rests with the pilot. Control
instructions and information are issued only to ensure
separation between aircraft and to prevent aircraft
from penetrating the NTZ.
6. Monitor all approaches regardless of weather.
Monitor local control frequency to receive any
aircraft transmission. Issue control instructions as
necessary to ensure aircraft do not enter the NTZ.
7. Separate monitor controllers, each with
transmit/receive and override capability on the local
control frequency, shall ensure aircraft do not
penetrate the depicted NTZ. Facility directives shall
define the responsibility for providing the minimum
applicable longitudinal separation between aircraft
on the same final approach course and the minimum
applicable longitudinal separation between the LDA
aircraft of a leading SOIA pair and the ILS aircraft in
the subsequent SOIA pair when the parallel runways
have centerlines separated by less than 2500feet.
NOTEThe
aircraft is considered the center of the digitized target
for that aircraft for the purposes of ensuring an aircraft
does not penetrate the NTZ.
c. The following procedures shall be used by the
final monitor controllers:
1. A controller shall provide position information
to an aircraft that is (left/right) of the depicted
localizer centerline, and in their opinion is continuing
on a track that may penetrate the NTZ.
PHRASEOLOGY-
(Aircraft call sign) I SHOW YOU (left/right) OF THE
FINAL APPROACH COURSE.
2. Instruct the aircraft to return immediately to
the correct final approach course when aircraft are
observed to overshoot the turn-on or continue on a
track which will penetrate the NTZ.
JO 7110.65S 2/14/08
5-9-12 Radar Arrivals
PHRASEOLOGYYOU
HAVE CROSSED THE FINAL APPROACH
COURSE. TURN (left/right) IMMEDIATELY AND
RETURN TO LOCALIZER/AZIMUTH COURSE.
or
TURN (left/right) AND RETURN TO THE
LOCALIZER/AZIMUTH COURSE.
3. Instruct aircraft on the adjacent final
approach course to alter course to avoid the deviating
aircraft when an aircraft is observed penetrating or in
the controller's judgment will penetrate the NTZ.
NOTEAn
instruction that may include a descent to avoid the
deviating aircraft should only be used when there is no
other reasonable option available to the controller. In such
a case, the descent shall not put the aircraft below the MVA.
PHRASEOLOGYTRAFFIC
ALERT, (call sign), TURN (left/right)
IMMEDIATELY HEADING (DEGREES), CLIMB AND
　
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