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
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. Established on RNP (EoR) operations are not authorized in conjunction with simultaneous dependent
2. Simultaneous dependent approaches may only be conducted where instrument approach charts specifically
authorize simultaneous approaches.
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
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
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.