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AIM

10/12/17

5−4−45

Arrival Procedures

2. The final monitor controller will have the

capability of overriding the tower controller on the

tower frequency as well as transmitting on the PRM

frequency. 

3. Pilots will be instructed to contact the tower

frequency prior to the point where NTZ monitoring

begins. Pilots will begin monitoring the secondary

PRM frequency at that time (see Dual VHF

Communications Required below).

4. To ensure separation is maintained, and in

order to avoid an imminent situation during PRM

approaches, pilots must immediately comply with

PRM monitor controller instructions.

5. Aircraft observed to overshoot the turn or to

continue on a track which will penetrate the NTZ will

be instructed to return to the correct final approach

course immediately. The final monitor controller may

cancel the approach clearance, and issue missed

approach or other instructions to the deviating

aircraft.

PHRASEOLOGY−

“(Aircraft call sign) YOU HAVE CROSSED THE FINAL

APPROACH COURSE. TURN (left/right)

IMMEDIATELY AND RETURN TO THE FINAL

APPROACH COURSE,” 

or 

“(Aircraft call sign) TURN (left/right) AND RETURN TO

THE FINAL APPROACH COURSE.”

6. If a deviating aircraft fails to respond to such

instructions or is observed penetrating the NTZ, the

aircraft on the adjacent final approach course (if

threatened) will be issued a breakout instruction.

PHRASEOLOGY−

“TRAFFIC ALERT (aircraft call sign) TURN (left/right)

IMMEDIATELY HEADING (degrees), (climb/descend)

AND MAINTAIN (altitude).”

7. Radar monitoring will automatically be

terminated when visual separation is applied, or the

aircraft reports the approach lights or runway in sight

or within 1 NM of the runway threshold. Final

monitor controllers will not advise pilots when radar

monitoring is terminated.

f. Attention All Users Page (AAUP). At airports

that conduct PRM operations, the AAUP informs

pilots under the “General” section of information

relative to all the PRM approaches published at a

specific airport, and this section must be briefed in its

entirety. Under the “Runway Specific” section, only

items relative to the runway to be used for landing

need be briefed. (See FIG 5−4−24.) A single AAUP

is utilized for multiple PRM approach charts at the

same airport, which are listed on the AAUP. The

requirement for informing ATC if the pilot is unable

to accept a PRM clearance is also presented. The

“General” section of AAUP addresses the following:

1. Review of the procedure for executing a

climbing or descending breakout;

2. Breakout phraseology beginning with the

words, “Traffic Alert;”

3. Descending on the glideslope/glidepath

meets all crossing restrictions;

4. Briefing the PRM approach also satisfies the

non−PRM approach briefing of the same type of

approach to the same runway; and

5. Description of the dual communications

procedure.

The “Runway Specific” section of the AAUP ad-

dresses those issues which only apply to certain

runway ends that utilize PRM approaches. There may

be no Runway Specific procedures, a single item ap-

plicable to only one runway end, or multiple items for

a single or multiple runway end/s. Examples of SOIA

runway specific procedures are as follows:

3/29/18

AIM