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prior to maneuvering to align with the centerline
of runway XXX.
(g) SOIA (Name) Airport Visual Segment
(replaces ILS/PRM (e) above). Pilot 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:
(1) the ILS traffic is in sight and is expected
to remain in sight,
(2) ATC has been advised that “traffic is in
sight.”
(3) the runway environment is in sight.
Otherwise, a missed approach must be executed.
Between the LDA MAP and the runway threshold,
pilots of the LDA aircraft are responsible for
separating themselves visually from traffic on the ILS
approach, which means maneuvering the aircraft as
necessary to avoid the ILS traffic until landing, and
providing wake turbulence avoidance, if applicable.
Pilots should advise ATC, as soon as practical, if
visual contact with the ILS traffic is lost and execute
a missed approach unless otherwise instructed by
ATC.
e. SOIA LDA Approach Wake Turbulence.
Pilots are responsible for wake turbulence avoidance
when maneuvering between the LDA missed
approach point and the runway threshold.
f. Differences between ILS and ILS/PRM
approaches of importance to the pilot.
1. Runway Spacing. Prior to ILS/PRM and
LDA/PRM approaches, most ATC directed breakouts
were the result of two aircraft in−trail on the same
AIM 2/17/05
5−4−40 Arrival Procedures
final approach course getting too close together. Two
aircraft going in the same direction did not mandate
quick reaction times. With PRM approaches, two
aircraft could be along side each other, 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 controller, and
breakout instructions issued to the endangered
aircraft. The pilot will not have any warning that a
breakout is eminent 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 initiate 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 aircraft.
2. Communications. To help in avoiding
communication problems caused by stuck microphones
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
frequency. The tower controller transmits and
receives in a normal fashion on the primary frequency
and also transmits on the PRM monitor frequency.
The monitor 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 initiates a breakout and the primary
frequency is blocked by another transmission, the
breakout instruction will still be heard on the PRM
monitor frequency.
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
disengaged 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
aircraft conflicts, while the ATC breakout instruction
provides both vertical and horizontal guidance for
conflict resolutions. Pilots should always immediately
follow the TCAS Resolution Advisory (RA),
whenever it is received. Should a TCAS RA be
received before, during, or after an ATC breakout
　
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