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Arrival Procedures

PRM approach plates, with an additional note, which
provides the separation between the two runways
used for simultaneous SOIA approaches. The offset
PRM approach plate displays the required notations
for closely spaced approaches as well as depicts the
visual segment of the approach. 


Controllers monitor the SOIA PRM ap-

proaches in exactly the same manner as is done for
other PRM approaches. The procedures and system
requirements for SOIA PRM approaches are identical
with those used for simultaneous close parallel PRM
approaches until near the offset PRM approach
missed approach point (MAP), where visual
acquisition of the straight

−in aircraft by the aircraft

conducting the offset PRM approach occurs. Since
SOIA PRM approaches are identical to other PRM
approaches (except for the visual segment in the
offset approach), an understanding of the procedures
for conducting PRM approaches is essential before
conducting a SOIA PRM operation.


In SOIA, the approach course separation

(instead of the runway separation) meets established
close parallel approach criteria. (See FIG 5

−4−25 for

the generic SOIA approach geometry.) A visual
segment of the offset PRM approach is established
between the offset MAP and the runway threshold.
Aircraft transition in visual conditions from the offset
course, beginning at the offset MAP, to align with the
runway and can be stabilized by 500 feet above
ground level (AGL) on the extended runway
centerline. A cloud ceiling for the approach is
established so that the aircraft conducting the offset
approach has nominally at least 30 seconds or more
to acquire the leading straight

−in aircraft prior to

reaching the offset MAP. If visual acquisition is not
accomplished prior to crossing the offset MAP, a
missed approach must be executed.


Flight Management System (FMS) coding of

the offset RNAV PRM and GLS PRM approaches in
a SOIA operation is different than other RNAV and
GLS approach coding in that it does not match the
initial missed approach procedure published on the
charted IAP. In the SOIA design of the offset
approach, lateral course guidance terminates at the

fictitious threshold point (FTP), which is an
extension of the final approach course beyond the
offset MAP to a point near the runway threshold. The
FTP is designated in the approach coding as the MAP
so that vertical guidance is available to the pilot to the
runway threshold, just as vertical guidance is
provided by the offset LDA glideslope. No matter
what type of offset approach is being conducted,
reliance on lateral guidance is discontinued at the
charted MAP and replaced by visual maneuvering to
accomplish runway alignment.


As a result of this approach coding, when

executing a missed approach at and after passing the
charted offset MAP, a heading must initially be flown
(either hand

−flown or using autopilot “heading

mode”) before engaging LNAV. If the pilot engages
LNAV immediately, the aircraft may continue to
track toward the FTP instead of commencing a turn
toward the missed approach holding fix. Notes on the
charted IAP and in the AAUP make specific
reference to this procedure.


Some FMSs do not code waypoints inside

of the FAF as part of the approach. Therefore, the
depicted MAP on the charted IAP may not be
included in the offset approach coding. Pilots
utilizing those FMSs may identify the location of the
waypoint by noting its distance from the FTP as
published on the charted IAP. In those same FMSs,
the straight

−in SOIA approach will not display a

waypoint inside the PFAF. The same procedures may
be utilized to identify an uncoded waypoint. In this
case, the location is determined by noting its distance
from the runway waypoint or using an authorized
distance as published on the charted IAP.


Because the FTP is coded as the MAP, the

FMS map display will depict the initial missed
approach course as beginning at the FTP. This
depiction does not match the charted initial missed
approach procedure on the IAP. Pilots are reminded
that charted IAP guidance is to be followed, not the
map display. Once the aircraft completes the initial
turn when commencing a missed approach, the
remainder of the procedure coding is standard and
can be utilized as with any other IAP.