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PROACHES: INFORMATION FOR GENERAL
AVIATION PILOTS." Refer to
prm/ or search key words FAA PRM for
additional information and to view or download the
Either simultaneous dependent ILS approaches, or SOIA
LDA PRM and ILS PRM approaches may be conducted de-
pending on weather conditions and traffic volume. Pilots
should use caution so as not to confuse these operations.
Use SOIA procedures only when the ATIS advertises PRM
approaches are in use. For simultaneous (parallel) de-
pendent approaches see paragraph 5-4-14. SFO is the
only airport where both procedures are presently conduc-
2. ATC Directed Breakout. An ATC directed
"breakout" is defined as a vector off the ILS or LDA
approach course of a threatened aircraft in response to
another aircraft penetrating the NTZ.
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 com-
munications frequencies simultaneously.
4. Radar Services.
(a) During turn on to parallel final approach,
aircraft will be provided 3 miles radar separation or
a minimum of 1,000 feet vertical separation. The as-
signed altitude must be maintained until intercepting
the glide path, unless cleared otherwise by ATC. Air-
craft will not be vectored to intercept the final
approach course at an angle greater than thirty de-
(b) The final monitor controller will have the
capability of overriding the tower controller on the
(c) Pilots will be instructed to contact the
tower frequency prior to the point where NTZ monit-
oring begins. Pilots will begin monitoring the
secondary PRM frequency at that time (see Dual
VHF Communications Required below).
(d) To ensure separation is maintained, and in
order to avoid an imminent situation during simultan-
eous close parallel ILS PRM or SOIA ILS PRM and
LDA PRM approaches, pilots must immediately com-
ply with PRM monitor controller instructions.
(e) 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 ap-
proach course immediately. The final monitor
controller may cancel the approach clearance, and is-
sue missed approach or other instructions to the
"(Aircraft call sign) YOU HAVE CROSSED THE FINAL
APPROACH COURSE. TURN (left/right) IMMEDI-
ATELY AND RETURN TO THE LOCALIZER FINAL
"(aircraft call sign) TURN (left/right) AND RETURN TO
THE LOCALIZER FINAL APPROACH COURSE."
(f) 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.
"TRAFFIC ALERT (aircraft call sign) TURN (left/right)
IMMEDIATELY HEADING (degrees), (climb/descend)
AND MAINTAIN (altitude)."
(g) Radar monitoring will automatically be
terminated when visual separation is applied or the
aircraft reports the approach lights or runway in
sight. Otherwise, monitoring continues to at least
.5 NM beyond the furthest DER. Final monitor con-
trollers will not advise pilots when radar monitoring
5. At airports that conduct PRM operations,
(ILS PRM, and the case of airports where SOIAs are
conducted, ILS PRM and LDA PRM approaches) the
Attention All Users Page (AAUP) informs pilots who
are unable to participate that they will be afforded ap-
propriate arrival services as operational conditions
permit and must notify the controlling ARTCC as
soon as practical, but at least 100 miles from destina-
Arrival Procedures 5-4-45