5-9-8. SIMULTANEOUS INDEPENDENT CLOSE PARALLEL APPROACHES - PRECISION RUNWAY MONITOR APPROACHES

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  • 5-9-8. SIMULTANEOUS INDEPENDENT CLOSE PARALLEL APPROACHES - PRECISION RUNWAY MONITOR (PRM) APPROACHES

    TERMINAL

    1. PRM approaches may only be conducted when charted in the approach title, and where instrument approach charts specifically authorize simultaneous approaches.
    2. PRM approaches must be assigned when conducting instrument approaches to dual and triple parallel runways with runway centerlines separated by less than 4,300 feet.
    3. Provide a minimum of 1,000 feet vertical or a minimum of 3 miles radar separation between aircraft during turn-on to parallel or offset final approach.

      NOTE: Communications transfer to the tower controller’s frequency must be completed prior to losing vertical separation between aircraft.

    4. Provide the minimum applicable radar separation between aircraft on the same final approach course.
    5. The following conditions must be met when conducting dual and triple PRM approaches:
      1. Straight-in landings will be made.
      2. All appropriate communication, navigation, and surveillance systems are operating normally.
      3. Inform aircraft that 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.

        NOTE: Not applicable to approaches with RF legs.

      5. An NTZ at least 2,000 feet wide 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. Separate monitor controllers, each with transmit/receive and override capability on the local control frequency, must ensure aircraft do not penetrate the depicted NTZ. Facility directives must define the responsibility for providing the minimum applicable longitudinal separation between aircraft on the same final approach course.

        NOTE: The aircraft is considered the center of the digitized target for the purposes of ensuring an aircraft does not penetrate the NTZ.

    6. The following procedures must be used by the final monitor controllers:
      1. 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.
        • PHRASEOLOGY
        • (Aircraft call sign) I SHOW YOU (left/right) OF THE FINAL APPROACH COURSE.
      2. Instruct the aircraft to return immediately to the correct final approach course when aircraft are observed to overshoot the turn-on or continue on a track which will penetrate the NTZ.
        • PHRASEOLOGY
        • YOU HAVE CROSSED THE FINAL APPROACH COURSE. TURN (left/right) IMMEDIATELY AND RETURN TO THE FINAL APPROACH COURSE.
        • or
        • TURN (left/right) AND RETURN TO THE FINAL APPROACH COURSE.
      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.

        NOTE: An instruction that may include a descent to avoid the deviating aircraft should only be used when there is no other reasonable option available to the controller. In such a case, the descent must not put the aircraft below the MVA.

        • PHRASEOLOGY
        • TRAFFIC ALERT, (call sign), TURN (left/right) IMMEDIATELY HEADING (DEGREES), CLIMB AND MAINTAIN (altitude).
      4. Terminate radar monitoring when one of the following occurs:
        1. (a) Visual separation is applied.
        2. (b) The aircraft reports the approach lights or runway in sight.
        3. (c) 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. Do not apply the provisions of Paragraph 5-13-1, Monitor on PAR Equipment, for PRM approaches.
    7. Consideration should be given to known factors that may in any way affect the safety of the instrument approach phase of flight when PRM approaches 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 the approach in use.
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