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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
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 shall
advise 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
instruction 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
procedural or system failure.
5. Breakouts. The probability is extremely
low that an aircraft will “blunder” from its assigned
approach course and enter the NTZ, causing ATC to
“breakout” the aircraft approaching on the adjacent
ILS course. However, because of the close proximity
of the final approach courses, it is essential that pilots
follow the ATC breakout instructions precisely and
expeditiously. The controller’s “breakout”
instructions provide conflict resolution for the
threatened aircraft, with the turn portion of the
“breakout” being the single most important 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.
A71I1M0.65R CHG 2 37//1315//078
2/14/Arrival Procedures 5−4−43
The pilot is not expected to exceed 1,000 feet per
minute rate of descent in the event a descending
breakout is issued.
5−4−17. 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/MLS) 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.
5−4−18. RNP SAAAR Instrument Approach
Procedures
These procedures require authorization analogous to
the special authorization required for Category II or
III ILS procedures. Special aircraft and aircrew
authorization required (SAAAR) procedures are to
be conducted by aircrews meeting special training
requirements in aircraft that meet the specified
　
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