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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


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. 

Arrival Procedures