Apply the following minimum separation when conducting simultaneous dependent approaches:
Provide a minimum of 1,000 feet vertical or a minimum of 3 miles radar separation between aircraft during turn on.
Provide a minimum of 1 mile radar separation diagonally between successive aircraft on adjacent final approach courses when runway centerlines are at least 2,500 feet but no more than 3,600 feet apart.
In FIG 5-9-4, Aircraft 2 is 1.0 mile from Aircraft 1. Approved radar separation must be maintained between Aircraft 1 and Aircraft 3.
Provide a minimum of 1.5 miles radar separation diagonally between successive aircraft on adjacent final approach courses when runway centerlines are more than 3,600 feet but no more than 8,300 feet apart.
In FIG 5-9-5, Aircraft 2 is 1.5 miles from Aircraft 1, and Aircraft 3 is 1.5 miles or more from Aircraft 2. Approved radar separation must be maintained between aircraft on the same final.
Provide a minimum of 2 miles radar separation diagonally between successive aircraft on adjacent final approach courses where runway centerlines are more than 8,300 feet but no more than 9,000 feet apart.
In FIG 5-9-6, Aircraft 2 is 2 miles from heavy Aircraft 1. Aircraft 3 is a small aircraft and is 6 miles from Aircraft 1. *The resultant separation between Aircraft 2 and 3 is at least 4.7 miles.
Provide the minimum approved radar separation between aircraft on the same final approach course.
FAA Order JO 7110.65, Section 5, Radar Separation, Para 5-5-4, Minima.
The following conditions are required when applying the minimum radar separation on adjacent final approach courses allowed in subparagraph a:
1. Simultaneous dependent approaches involving an RNAV approach may only be conducted when (GPS) appears in the approach title or a chart note states that GPS is required.
2. Simultaneous dependent approaches may only be conducted where instrument approach charts specifically authorize simultaneous approaches to adjacent runways.
Apply this separation standard only after aircraft are established on the parallel final approach course.
Straight-in landings will be made.
Missed approach procedures do not conflict.
Aircraft are informed that approaches to both runways are in use. This information may be provided through the ATIS.
Approach control must have the interphone capability of communicating directly with the local controller at locations where separation responsibility has not been delegated to the tower.
NOTE: The interphone capability is an integral part of this procedure when approach control has the sole separation responsibility.
FAA Order JO 7210.3, Para 2-1-16, Authorization for Separation Services by Towers.
Consideration should be given to known factors that may in any way affect the safety of the instrument approach phase of flight, such as surface wind direction and velocity, wind shear 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.