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PILOTS.” Refer to http://www.faa.gov for
additional information and to view or download the
video.
b) For operations under Part 91:
1) Pilots operating transport category aircraft
must be familiar with PRM operations as contained in
this section of the Aeronautical Information
Publication (AIP). In addition, pilots operating
transport category aircraft must view the FAA video
“ILS PRM AND SOIA APPROACHES:
INFORMATION FOR AIR CARRIER PILOTS.”
Refer to http://www.faa.gov for additional
information and to view or download the video.
2) Pilots not operating transport category
aircraft must be familiar with PRM and SOIA
operations as contained in this section of the AIP. The
FAA strongly recommends that pilots not involved in
transport category aircraft operations view the FAA
video, “ILS PRM AND SOIA APPROACHES:
INFORMATION FOR GENERAL AVIATION
PILOTS.” Refer to http://www.faa.gov for additional
information and to view or download the video.
31 JULY 08
AIP ENR 1.5−49
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
FIG ENR 1.5−29
SOIA Approach Geometry
NOTE−
SAP The SAP is a design point along the extended centerline of the intended landing runway on the
glide slope at 500 feet above the landing threshold. It is used to verify a sufficient distance is
provided for the visual maneuver after the missed approach point (MAP) to permit the pilots to
conform to approved, stabilized approach criteria.
MAP The point along the LDA where the course separation with the adjacent ILS reaches 3,000 feet.
The altitude of the glide slope at that point determines the approach minimum descent altitude
and is where the NTZ terminates. Maneuvering inside the MAP is done in visual conditions.
Angle Angle formed at the intersection of the extended LDA runway centerline and a line drawn between
the LDA MAP and the SAP. The size of the angle is determined by the FAA SOIA computer design
program, and is dependent on whether Heavy aircraft use the LDA and the spacing between the
runways.
Visibility Distance from MAP to runway threshold in statute miles (light credit applies).
Procedure LDA aircraft must see the runway landing environment and, if less than standard radar
separation exists between the aircraft on the adjacent ILS course, the LDA aircraft must visually
acquire the ILS aircraft and report it in sight to ATC prior to the LDA MAP.
CC Clear Clouds.
31 JULY 08
ENR 1.5−50 AIP
15 MAR 07 United States of America
Nineteenth Edition Federal Aviation Administration
20.2.1.2 ATC Directed Breakout. An ATC
directed “breakout” is defined as a vector off the ILS
or LDA approach course in response to another
aircraft penetrating the NTZ, the 2,000 foot wide area
located equidistance between the two approach
courses that is monitored by the PRM monitor
controllers.
20.2.1.3 Dual Communications. The aircraft flying
the ILS/PRM or LDA/PRM approach must have
the capability of enabling the pilot/s to listen to two
communications frequencies simultaneously.
20.3 Radar Monitoring. Simultaneous close parallel
ILS/PRM and LDA/PRM approaches require
that final monitor controllers utilize the PRM system
to ensure prescribed separation standards are met.
Procedures and communications phraseology are
also described in paragraph 19, Simultaneous Parallel
ILS/MLS Approaches (Independent). A minimum of
3 miles radar separation or 1,000 feet vertical
separation will be provided during the turn−on to
close parallel final approach courses. To ensure
separation is maintained, and in order to avoid an
imminent situation during simultaneous close
parallel ILS/PRM or SOIA ILS/PRM and LDA/PRM
approaches, pilots must immediately comply with
PRM monitor controller instructions. In the event of
a missed approach, radar monitoring is provided to
one−half mile beyond the most distant of the two
runway departure ends for ILS/RPM approaches. In
SOIA, PRM radar monitoring terminates at the LDA
MAP. Final monitor controllers will not notify pilots
when radar monitoring is terminated.
20.4 Attention All Users Page (AAUP). ILS/PRM
and LDA/PRM approach charts have an AAUP
associated with them that must be referred to in
preparation for conducting the approach. This page
contains the following instructions that must be
followed if the pilot is unable to accept an ILS/PRM
or LDA/PRM approach.
20.4.1 At airports that conduct PRM operations,
(ILS/PRM or, in the case of airports where SOIAs are
　
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