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2)  where runway centre lines are spaced by less than 1 525 m but not less than 1 310 m, SSR equipment with specifications other than the foregoing may be applied when it is determined that the safety of aircraft operation would not be adversely affected; or
3)  where runway centre lines are spaced by 1 525 m or more, suitable surveillance radar with a minimum azimuth accuracy of 0.3 degrees (one sigma) and update period of 5 seconds or less is available;
b)  instrument landing system (ILS) and/or microwave landing system (MLS) approaches are being conducted on both runways;
c)  the aircraft are making straight-in approaches;
d)  the missed approach track for one approach diverges by at least 30 degrees from the missed approach track of the adjacent approach;

* In preparation.
IV. Approach Control Service
e)  an obstacle survey and evaluation is completed, as appropriate, for the areas adjacent to the final approach segments;
f)  aircraft are advised of the runway identification and ILS localizer or MLS frequency;
g)  radar vectoring is used to intercept the ILS localizer course or the MLS final approach track;
h)  a no-transgression zone (NTZ) at least 610 m wide is established equidistant between extended runway centre lines and is depicted on the radar display;
i)  separate radar controllers monitor the approaches to each runway and ensure that when the 300 m (1 000 ft) vertical separation is reduced:
1)  aircraft do not penetrate the depicted NTZ; and
2)  the applicable minimum longitudinal separation between aircraft on the same ILS localizer course or MLS final approach track is maintained; and
j)  if no dedicated radio channels are available for the radar controllers to control the aircraft until landing:
1)  transfer of communication of aircraft to the respective aerodrome controller's frequency is effected before the higher of two aircraft on adjacent final approach tracks intercepts the ILS glide path or the specified MLS elevation angle; and
2)  the radar controllers monitoring the approaches to each runway are provided with the capability to override transmissions of aerodrome control on the respective radio channels for each arrival flow.

13.2.2 As early as practicable after an aircraft has established communication with approach control, the aircraft shall be advised that independent parallel approaches are in force. This information may be provided through the automatic terminal information service (ATIS) broadcasts. In addition, the aircraft shall be advised of the runway identification and the ILS localizer or MLS frequency to be used.
13.2.3 When vectoring to intercept the ILS localizer course or MLS final approach track, the final vector shall be such as to enable the aircraft to intercept the ILS localizer course or MLS final approach track at an angle not greater than 30 degrees and to provide at least 2 km (1.0 NM) straight and level flight prior to ILS localizer course or MLS final approach track intercept. The vector shall also be such as to enable the aircraft to be established on the ILS localizer course or MLS final approach track in level flight for at least
3.7 km (2.0 NM) prior to intercepting the ILS glide path or specified MLS elevation angle.
13.2.4 A minimum of 300 m (1 000 ft) vertical or a minimum of 5.6 km (3.0 NM) radar separation shall be provided until aircraft are established:
a)  inbound on the ILS localizer course and/or MLS final approach track; and
b)  within the normal operating zone (NOZ).

A minimum of 5.6 km (3.0 NM) radar separation shall be provided between aircraft on the same ILS localizer course or MLS final approach track unless increased longitudinal separation is required due to wake turbulence.
Note 1.— See Part VI, 7.4.4.

Note 2.— An aircraft established on an ILS localizer course or MLS final approach track is separated from another aircraft established on an adjacent parallel ILS localizer course or MLS final approach track provided neither aircraft penetrates the depicted NTZ.
　
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