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MAINTAIN (altitude).
4. Terminate radar monitoring when one of the
following occurs:
(a) The ILS aircraft passes the end of the NTZ
nearest the runway threshold.
(b) The LDA aircraft passes the end of the
NTZ nearest the runway threshold and has reported
the ILS aircraft in sight.
(c) The aircraft begins the visual segment of
the approach.
5. Do not inform the aircraft when radar
monitoring is terminated.
6. Do not apply the provisions of para 5-13-1,
Monitor on PAR Equipment, for simultaneous ILS,
MLS, ILS and MLS, or SOIA approaches.
d. Advise the pilot of the LDA aircraft of traffic on
the adjacent ILS approach course, if that traffic will
be a factor in the visual segment of the approach. The
provisions of para 7-2-1, Visual Separation,
subparaa2 concerning visual separation between
aircraft being provided by the tower shall not be
applied to aircraft conducting SOIAs.
NOTEOnce
advised, the pilot is authorized to continue past the
LDA MAP if all of the following conditions are met:
Thepilot has the ILS traffic in sight and expects the traffic
to remain in sight; the pilot advises ATC that the traffic is
in sight; and the pilot has the runway environment in sight.
Otherwise, it is the pilot's responsibility to execute a missed
approach at the LDA MAP.
e. Ensure that the LDA aircraft is positioned to
facilitate the flight crew's ability to see the ILS traffic
from the nominal clear-of-clouds point to the LDA
MAP so that the flight crew can remain separated
from that traffic visually from the LDA MAP to the
runway threshold.
NOTEAfter
accepting a clearance for and LDA PRM approach,
pilots must remain on the LDA course until passing the
LDA MAP prior to alignment with the runway centerline.
Between the LDA MAP and the runway threshold, the pilot
of the LDA aircraft assumes visual separation responsibility
from the aircraft on the ILS approach, which means
maneuvering the aircraft as necessary to avoid the ILS
traffic until landing, and providing wake turbulence
avoidance, if necessary.
f. In the visual segment between the LDA MAP
and the runway threshold, if the pilot of the LDA
aircraft loses visual contact with the ILS traffic, the
pilot must advise ATC as soon as practical and follow
the published missed approach procedure. If necessary,
issue alternate missed approach instructions.
g. Wake turbulence requirements between aircraft
on adjacent final approach courses inside the LDA
MAP are as follows (standard in-trail wake
separation shall be applied between aircraft on the
same approach course):
1. When runways are at least 2,500 feet apart,
there are no wake turbulence requirements between
aircraft on adjacent final approach courses.
2. For runways less than 2,500 feet apart,
whenever the ceiling is greater than or equal to
500feet above the MVA, wake vortex spacing
between aircraft on adjacent final approach courses
need not be applied.
3. For runways less than 2,500 feet apart,
whenever the ceiling is less than 500 feet above the
MVA, wake vortex spacing between aircraft on
adjacent final approach courses, as described in
para5-5-4, Minima, shall be applied unless
acceptable mitigating techniques and operational
procedures have been documented and verified by an
AFS safety assessment and authorized by Director,
Terminal Safety and Operations Support. The wake
turbulence mitigation techniques employed will be
based on each airport's specific runway geometry and
2/14/08 JO 7110.65S
Radar Arrivals 5-9-13
meteorological conditions and implemented through
local facility directives.
4. Issue all applicable wake turbulence
advisories.
REFERENCEFAAO
JO 8260.49, Para 13.0, Wake Turbulence Requirements.
FAAO JO 7210.3, Para 10-4-6, Simultaneous ILS/MLS Approaches.
FAAO JO 7110.65, Para 2-1-20, Wake Turbulence Cautionary
Advisories.
FAAO JO 7110.65, Para 5-5-4, Minima.
h. Consideration should be given to known factors
that may in any way affect the safety of the instrument
approach phase of flight when conducting SOIA 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 the approach
in use.
REFERENCEFAAO
JO 7110.65, Para 5-1-13, Radar Service Termination.
FAAO JO 7110.65, Para 5-9-2, Final Approach Course Interception.
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