5-9-10. SIMULTANEOUS INDEPENDENT APPROACHES TO WIDELY-SPACED PARALLEL RUNWAYS WITHOUT FINAL MONITORS

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  • 5-9-10. SIMULTANEOUS INDEPENDENT APPROACHES TO WIDELY - SPACED PARALLEL RUNWAYS WITHOUT FINAL MONITORS

    TERMINAL

    1. Simultaneous independent approaches to widely-spaced parallel runways may only be conducted where instrument approach charts specifically authorize simultaneous approaches.
    2. Apply the following minimum separation when conducting simultaneous independent approaches to runway centerlines that are separated by more than 9,000 feet with a field elevation at or below 5,000 feet MSL, or 9,200 feet between runway centerlines with a field elevation above 5,000 feet MSL:
      1. Provide a minimum of 1,000 feet vertical or a minimum of 3 miles radar separation between aircraft:
        1. (a) during turn-on to parallel final approach,
        2. or,
        3. (b) conducting EoR operations, until aircraft are established on a published segment of an approach authorized for EoR operations.

          NOTE: Aircraft are considered EoR on an initial or intermediate segment of an instrument approach authorized for EoR operations after the approach clearance has been issued, read back by the pilot and the aircraft is observed on the published procedure (lateral and vertical path, and within any procedure specified speed restriction), and is conducting a simultaneous independent parallel approach with an authorized simultaneous instrument approach to a parallel runway.

      2. Provide the minimum applicable radar separation between aircraft on the same final approach course.
    3. The following conditions are required when applying the minimum separation on widely-spaced parallel courses allowed in subparagraph b:
      1. Straight-in landings will be made.
      2. The approach system, radar, and appropriate frequencies are operating normally.
      3. Inform aircraft that simultaneous approaches are in use prior to aircraft departing an outer fix. This information may be provided through the ATIS.
      4. Clear an 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. Separate final and local controllers are required for each final. Aircraft on the final must be on the appropriate final controller frequency for that runway.
      6. Transfer of communication to the tower controller's frequency must be specified in a facility directive and/or Letter of Agreement.
    4. The following procedures must be used by the final approach controllers:

      NOTE: There is no requirement for establishment of a NTZ.

      1. Instruct the aircraft to return to the correct final approach course when that aircraft is observed to overshoot the turn-on or continue on a track which deviates from the final approach course in the direction of the adjacent approach course.
        • 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.
      2. Instruct aircraft on adjacent final approach course to alter course to avoid the deviating aircraft when an aircraft is observed, or in the controller's judgment, has deviated from the final approach course in the direction of the adjacent approach course.
        • PHRASEOLOGY
        • TRAFFIC ALERT, (call sign), TURN (left/right) IMMEDIATELY HEADING (degrees), CLIMB AND MAINTAIN (altitude)
    5. Consideration should be given to known factors that may in any way affect the safety of the instrument approach phase of flight when simultaneous approaches are being conducted to parallel runways. Factors include, but are not limited to, wind direction/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.
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