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6/17/21 

AIM 

EXAMPLE

 

Simultaneous ILS PRM Runway 33 left and ILS PRM 
Runway 33 right approaches in use. 

(a) 

The pilot may request to conduct a 

different type of PRM approach to the same runway 
other than the one that is presently being used; for 
example, RNAV instead of ILS. However, pilots must 
always obtain ATC approval to conduct a different 
type of approach. Also, in the event of the loss of 
ground

based NAVAIDS, the ATIS may advertise 

other types of PRM approaches to the affected 
runway or runways. 

(b) 

The Attention All Users Page (AAUP) 

will address procedures for conducting PRM 
approaches. 

b. 

Requirements and Procedures. Besides system 

requirements and pilot procedures as identified in 
subparagraph a1 above, all pilots must have 
completed special training before accepting a 
clearance to conduct a PRM approach. 

1. 

Pilot Training Requirement. Pilots must 

complete special pilot training, as outlined below, 
before accepting a clearance for a simultaneous close 
parallel PRM approach. 

(a) 

For operations under 14 CFR Parts 121, 

129, and 135, pilots must comply with FAA

 

approved company training as identified in their 
Operations Specifications. Training includes the 
requirement for pilots to view the FAA training slide 
presentation, “Precision Runway Monitor (PRM) 
Pilot Procedures.”  Refer to https://www.faa.gov/ 
training_testing/training/prm/ or search key words 
“FAA PRM” for additional information and to view 
or download the slide presentation. 

(b) 

For operations under Part 91: 

(1) 

Pilots operating transport category 

aircraft must be familiar with PRM operations as 
contained in this section of the AIM. In addition, 
pilots operating transport category aircraft must view 
the slide presentation, “Precision Runway 
Monitor (PRM) Pilot Procedures.” Refer to 
https://www.faa.gov/training_testing/training/prm/ 
or search key words “FAA PRM” for additional 
information and to view or download the slide 
presentation. 

(2) 

Pilots 

not 

operating transport category 

aircraft must be familiar with PRM and SOIA 

operations as contained in this section of the AIM. 
The FAA strongly recommends that pilots 

not 

involved in transport category aircraft operations 
view the FAA training slide presentation, “Precision 
Runway Monitor (PRM) Pilot Procedures.” Refer to 
https://www.faa.gov/training_testing/training/prm/ 
or search key words “FAA PRM” for additional 
information and to view or download the slide 
presentation. 

NOTE

 

Depending on weather conditions, traffic volume, and the 
specific combination of runways being utilized for arrival 
operations, a runway may be used for different types of 
simultaneous operations, including closely spaced depen-
dent or independent approaches. Use PRM procedures 
only when the ATIS advertises their use. For other types of 
simultaneous  approaches, see paragraphs 5

4

14 and 

5

4

15. 

c.  ATC Directed Breakout.

 An ATC directed 

“breakout” is defined as a vector off the final 
approach course of a threatened aircraft in response 
to another aircraft penetrating the NTZ. 

d.  Dual Communications.

 The aircraft flying the 

PRM approach must have the capability of enabling 
the pilot/s to listen to two communications 
frequencies simultaneously. To avoid blocked 
transmissions, each runway will have two frequen-
cies, a primary and a PRM monitor frequency. The 
tower controller will transmit on both frequencies. 
The monitor controller’s transmissions, if needed, 
will override both frequencies. Pilots will ONLY 
transmit on the tower controller’s frequency, but will 
listen to both frequencies. Select the PRM monitor 
frequency audio only when instructed by ATC to 
contact the tower. The volume levels should be set 
about the same on both radios so that the pilots will 
be able to hear transmissions on the PRM frequency 
if the tower is blocked. Site

specific procedures take 

precedence over the general information presented in 
this paragraph. Refer to the AAUP for applicable 
procedures at specific airports. 

e.  Radar Services. 

1. 

During turn on to parallel final approach, 

aircraft will be provided 3 miles radar separation or 
a minimum of 1,000 feet vertical separation. The 
assigned altitude must be maintained until intercept-
ing the glideslope/glidepath, unless cleared otherwise 
by ATC. Aircraft will not be vectored to intercept the 
final approach course at an angle greater than thirty 
degrees. 

Arrival Procedures 

5

4

45