.
Recognize the importance of flying a precise approach. If the autopilot and auto approach coupler are operative, pilots must utilize the autopilot to commence the ILS PRM approach.
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Immediately comply with correcting or breakout (“Traffic Alert ... ”) instructions.
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Hand fly (autoflight systems disengaged) all breakouts.
ILS PRM General Procedures
Until August 1, 2000, only Captains may fly an ILS PRM approach.
Monitor ATIS as early as possible. If unable to fly an ILS PRM approach, advise ATC as soon as possible (within 200 miles of the airport of intended landing if possible).
Aircraft with equipment placarded with MEL sticker (or inoperative) must evaluate whether Close Simultaneous ILS PRM approaches can be conducted. The following systems are the minimum that will be needed:
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Instrument Landing System (CAT I)
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TCAS and/or Transponder
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Two (or more) VHF radios.
Note: Most Continental aircraft are equipped with three VHF radios. Number three VHF radio is normally used by the ACARS. ACARS capability should be maintained at all times. Aircraft may be dispatched with one VHF radio inoperative (or a VHF radio may malfunction during flight). In either case, with one or more VHF radios inoperative, two are not available for ILS PRM approaches. Thus ILS PRM approaches cannot be flown unless ACARS capability is temporarily suspended.
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Approach Briefing
Use the ILS PRM approach chart published for the runway in use [e.g., “Minneapolis - St. Paul] International (SIMULTANEOUS CLOSE PARALLEL) ILS PRM Runway 12L”] - see Figure C. In addition, use the “ATTENTION ALL USERS...” page [e.g., Jeppesen 11-0; Minneapolis -Minn] - see Figure D.
The Pilot Flying (PF) the ILS PRM approach should brief it in the same manner as other ILS approaches. Include the topics listed in the Flight Manual. Pay particular attention to ILS limitations and the Notes included on the ILS PRM approach chart and associated ATTENTION ALL USERS page. Because of the unique nature of ILS PRM operations, briefings should cover the following topics:
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The proximity of parallel traffic.
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Selection and monitoring of VHF frequencies.
-VHF Comm #1 radio tuned to the tower frequency.
-VHF Comm #2 radio tuned to the monitor frequency.
Note: While the monitor controllers frequency should be tuned (on VHF#2) as early as practicable, monitoring this frequency may be delayed until directed by Approach Control to “contact tower” (on VHF#1). This technique will avoid the reception of early and non-applicable tower transmissions heard through the monitor’s frequency.
-Both pilots monitor both frequencies (set volume to same levels so as to minimize chances of missed transmissions) after directed to contact tower.
-Pilots transmit on the tower (VHF Comm #1) frequency only.
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PM to select TCAS modes.
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Potential breakout maneuver.
-The need for immediate initiation and heading change.
-Breakout must be hand flown.
-If directed, descent rate not to exceed 1,000 feet per minute.
-Descent will not be flown (and should not be directed to be flown)
below Minimum Vectoring Altitude (MVA).
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FIGURE C
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FIGURE D
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Breakout maneuvers differ from missed approach maneuvers. Missed approaches commence at fixed, predetermined places (Missed Approach Points) and, in most cases, follow predetermined, published courses and altitudes. Any instrument approach (including ILS PRM) may, depending on weather, runway traffic, etc., end with a missed approach. Pilots should follow well-established procedures in a timely manner in conducting missed approaches.
Breakout initiation points, tracks, and altitudes are not usually predetermined. Pilots may be directed to break out of any type of approach or traffic pattern under various circumstances and weather conditions.
WARNING: TURN IMMEDIATELY!Pilots must immediately react to
a breakout command. Altering the aircraft track is the
most effective escape maneuver.
The autopilot must be disengaged if an ILS PRM breakout is directed. Simulation studies have shown that hand flown breakouts are consistently performed more quickly than breakouts flown using the autopilot.
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