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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. 

3. 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.

4. 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.

5. 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.

(a) 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.

(b) 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.

(c) 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.