Simultaneous Independent Approaches- Dual & Triple

TERMINAL

1. Apply the following minimum separation when conducting simultaneous independent approaches:
   1. Provide a minimum of 1,000 feet vertical or a minimum of 3 miles radar separation between aircraft :
      1. during turn‐on to parallel final approach, or
      2. until aircraft are established on a published segment of an approach authorized for Established on RNP (EoR) operations.
   2. Dual parallel runway centerlines are at least 3,600 feet apart, or dual parallel runway centerlines are at least 3,000 feet apart with a 2.5° to 3.0° offset approach to either runway.
   3. Triple parallel approaches may be conducted when:
      1. Parallel runway centerlines are at least 3,900 feet apart; or
      2. Parallel runway centerlines are at least 3,000 feet apart, a 2.5° to 3.0° offset approach to both outside runways; or
      3. Parallel runway centerlines are at least 3,000 feet apart, a single 2.5° to 3.0° offset approach to either outside runway while parallel approaches to the remaining two runways are separated by at least 3,900 feet.
      4. Parallel approaches to airports where the airport field elevation is more than 2,000 feet MSL require the use of the final monitor aid (FMA) system.
   4. Provide the minimum applicable radar separation between aircraft on the same final approach course.

      

2. At locations with high update rate surveillance capable of update rates of 1.2 seconds or faster, and where fusion display mode is utilized, simultaneous independent approaches may be conducted under the following conditions:
   1. Dual parallel runway centerlines are at least 3,100 feet apart, or dual parallel runway centerlines are at least 2,500 feet apart with a 2.5° to 3.0° offset approach to either runway.
   2. Triple parallel runway centerlines are at least 3,100 feet apart, or triple parallel runway centerlines are at least 2,500 feet apart with a 2.5° to 3.0° offset approach to both outside runways, or triple parallel runway centerlines are at least 2,500 feet apart, and a single 2.5° to 3.0° offset approach to either outside runway while parallel approaches to the remaining two runways are separated by at least 3,100 feet.
   3. A surveillance update rate of at least 1.2 seconds is required for monitoring the no transgression zone (NTZ) when conducting simultaneous independent approaches to the runway centerline spacing (RCLS) provided in this paragraph.
   4. Provide the minimum applicable radar separation between aircraft on the same final approach course.
3. A color digital display set to a 4 to 1 (4:1) aspect ratio (AR) with visual and aural alerts, such as the STARS final monitor aid (FMA), and a surveillance update rate at 4.8 seconds or faster must be used to monitor approaches where:
   1. Dual parallel runway centerlines are at least 2,500 and less than 4,300 feet apart.
   2. Triple parallel runway centerlines are at least 2,500 but less than 5,000 feet apart.
   3. Triple parallel approaches to airports where the airport field elevation is more than 2,000 feet MSL require use of the FMA system.
4. The following conditions must be met when conducting dual or triple simultaneous independent approaches:
   1. Straight‐in landings will be made.
   2. All appropriate communication, navigation, and surveillance systems are operating normally.
   3. Inform aircraft that simultaneous independent approaches are in use, or when runway centerlines are less than 4,300 feet, PRM approaches are in use, prior to aircraft departing an outer fix. This information may be provided through the ATIS.
   4. Clear the aircraft to descend to the appropriate glideslope/glidepath intercept altitude soon enough to provide a period of level flight to dissipate excess speed. Provide at least 1 mile of straight flight prior to the final approach course intercept.
   5. An NTZ is established an equal distance between extended runway final approach courses and must be depicted on the monitor display. The primary responsibility for navigation on the final approach course rests with the pilot. Control instructions and information are issued only to ensure separation between aircraft and to prevent aircraft from penetrating the NTZ.
   6. Monitor all approaches regardless of weather. Monitor local control frequency to receive any aircraft transmission. Issue control instructions as necessary to ensure aircraft do not enter the NTZ.
   7. Communications transfer to the tower controller's frequency must be completed prior to losing 1,000 feet vertical or 3 miles radar separation between aircraft.
5. The following procedures must be used by the final monitor controllers:
   1. For PRM approaches, provide position information to an aircraft that is left/right of the depicted final approach course centerline, and in your judgment is continuing on a track that may penetrate the NTZ.
   2. Instruct the aircraft to return to the correct final approach course when aircraft are observed to overshoot the turn‐on or to continue on a track which will penetrate the NTZ.
   3. Instruct aircraft on the adjacent final approach course to alter course to avoid the deviating aircraft when an aircraft is observed penetrating or in your judgment will penetrate the NTZ.
   4. Terminate radar monitoring when one of the following occurs:
      1. Visual separation is applied.
      2. The aircraft reports the approach lights or runway in sight.
      3. The aircraft is 1 mile or less from the runway threshold, if procedurally required and contained in facility directives.
   5. Do not inform the aircraft when radar monitoring is terminated.
6. Consideration should be given to known factors that may in any way affect the safety of the instrument approach phase of flight when simultaneous independent approaches, or PRM approaches, if applicable, are being conducted to parallel runways. Factors include, but are not limited to, wind direction/velocity, windshear alerts/reports, severe weather activity, etc. Closely monitor weather activity that could impact the final approach course. Weather conditions in the vicinity of the final approach course may dictate a change of approach in use.