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approach.
b. Prior to starting final approach, the pilot will be
advised of the frequency on which the advisories will
be transmitted. If, for any reason, radar advisories
cannot be furnished, the pilot will be so advised.
c. Advisory information, derived from radar
observations, includes information on:
1. Passing the final approach fix inbound
(nonprecision approach) or passing the outer marker
or fix used in lieu of the outer marker inbound
(precision approach).
NOTE−
At this point, the pilot may be requested to report sighting
the approach lights or the runway.
2. Trend advisories with respect to elevation
and/or azimuth radar position and movement will be
provided.
NOTE−
Whenever the aircraft nears the PAR safety limit, the pilot
will be advised that the aircraft is well above or below the
glidepath or well left or right of course. Glidepath
information is given only to those aircraft executing a
precision approach, such as ILS or MLS. Altitude
information is not transmitted to aircraft executing other
than precision approaches because the descent portions of
these approaches generally do not coincide with the
depicted PAR glidepath. At locations where the MLS
glidepath and PAR glidepath are not coincidental, only
azimuth monitoring will be provided.
3. If, after repeated advisories, the aircraft
proceeds outside the PAR safety limit or if a radical
deviation is observed, the pilot will be advised to
execute a missed approach unless the prescribed
visual reference with the surface is established.
d. Radar service is automatically terminated upon
completion of the approach.
AIM 8/5/04
5−4−30 Arrival Procedures
5−4−13. ILS/MLS Approaches to Parallel
Runways
a. ATC procedures permit ILS instrument approach
operations to dual or triple parallel runway
configurations. ILS/MLS approaches to parallel
runways are grouped into three classes: Parallel
(dependent) ILS/MLS Approaches; Simultaneous
Parallel (independent) ILS/MLS Approaches; and
Simultaneous Close Parallel (independent) ILS
Precision Runway Monitor (PRM) Approaches. (See
FIG 5−4−15.) The classification of a parallel runway
approach procedure is dependent on adjacent parallel
runway centerline separation, ATC procedures, and
airport ATC radar monitoring and communications
capabilities. At some airports one or more parallel
localizer courses may be offset up to 3 degrees. Offset
localizer configurations result in loss of Category II
capabilities and an increase in decision height (50’).
b. Parallel approach operations demand heightened
pilot situational awareness. A thorough
Approach Procedure Chart review should be
conducted with, as a minimum, emphasis on the
following approach chart information: name and
number of the approach, localizer frequency, inbound
localizer/azimuth course, glide slope intercept
altitude, decision height, missed approach instructions,
special notes/procedures, and the assigned
runway location/proximity to adjacent runways.
Pilots will be advised that simultaneous ILS/MLS or
simultaneous close parallel ILS PRM approaches are
in use. This information may be provided through the
ATIS.
c. The close proximity of adjacent aircraft
conducting simultaneous parallel ILS/MLS and
simultaneous close parallel ILS PRM approaches
mandates strict pilot compliance with all ATC
clearances. ATC assigned airspeeds, altitudes, and
headings must be complied with in a timely manner.
Autopilot coupled ILS/MLS approaches require pilot
knowledge of procedures necessary to comply with
ATC instructions. Simultaneous parallel ILS/MLS
and simultaneous close parallel ILS PRM approaches
necessitate precise localizer tracking to minimize
final monitor controller intervention, and unwanted
No Transgression Zone (NTZ) penetration. In the
unlikely event of a breakout, ATC will not assign
altitudes lower than the minimum vectoring altitude.
Pilots should notify ATC immediately if there is a
degradation of aircraft or navigation systems.
d. Strict radio discipline is mandatory during
parallel ILS/MLS approach operations. This includes
an alert listening watch and the avoidance of lengthy,
unnecessary radio transmissions. Attention must be
given to proper call sign usage to prevent the
inadvertent execution of clearances intended for
another aircraft. Use of abbreviated call signs must be
avoided to preclude confusion of aircraft with similar
sounding call signs. Pilots must be alert to unusually
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