AIM 

4/20/23 

glideslope/glidepath, unless cleared otherwise by ATC. Aircraft will not be vectored to intercept the final 

approach course at an angle greater than thirty degrees. 

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 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

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“(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

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“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

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4

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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

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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 addresses those issues which only apply to certain runway ends 

that utilize PRM approaches. There may be no Runway Specific procedures, a single item applicable 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: 

Arrival Procedures

5

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4

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