a pilot’s guide to ils prm approaches

8/17/2019 A Pilot’s Guide to ILS PRM Approaches

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5/13/2016 Pilot's Guide to ILS PRM Approaches

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A Pilot's Guide to ILS PRM Approaches

Introduction

This page provides an overview of the PRM system. For details of individual company requirements for PRM, pilots are

strongly encouraged to consult AlP and their company operations manuals.

The Precision Runway Monitor (PRM) is a highlyaccurate air traffic surveillance system designed to madmise air traffic

flow to parallel runways during periods of inclement weather. PRM allows qualified pilots to accept reductions in lateral

separation standards during ILS approaches to parallel runways separated by less than 1,525 metres.

Better Radar

At the heart of the system is a high resolution radar providing a veryfast update rate for display to a specialist PRM

Controller monitoring each approach.

A'No Transgression Zone' (NTZ) with a width of 610 metres is established between the parallel approach paths to

provide for a suitable safety buffer between aircraft on adjacent ILS approaches.

PRM Separation

Without PRM, ATC is required to apply a 2NM stagger separation between aircraft on adjacent ILS approaches. With

PRM, aircraft can be processed independently ofanytrafficon the adjacent approach track. Separation is assured by

requiring any aircraft that deviates significantly from the approach track to immediately turn awayfrom the adjacent

approach path. Affected aircraft on the adjacent approach will also be turned away immediately

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The specialised controller interfaces will alert ATC to any tendency an aircraft may have to deviate towards the adjacent

centrelirie. In this event the PRIM Controller will advise the pilot ofthe deviation. A No Transgression Zone (NTZ)with a

width of 610 metres is established between the parallel approach paths to provide a suitable safety buffer between

aircraft on adjacent ILS approaches. If an aircraft is observed to penetrate the NTZ, a Breakout procedure will be

initiated immediately by the PRM Controller and both that aircraft and any conflicting aircraft on the adjacent approach will

be turned away.

Pilo t Requirements

To take advantage of the PRM system, pilots must familiarise themselves with the procedures to be used. An

infringement of the NTZ does not allow anytime for confusion or indecision on the part of the pilots or controllers.

Breakout instructions require an immediate response.

Athorough cockpit briefing between crew members well in advance of commencing the approach is an essential part of

an ILS PRM approach. Al flight crew members must be thoroughly familiar with the approach, the procedures required

for the aircraft theyare flying and most importantly, the procedures to be followed in the event of a breakout.

Pilot Requirements; before conducting a simultaneous close parallel ILS PRM approach, pilots must have completed

training approved byCASAincluding:

a.Viewed the Airservices Australia video ILS PRIM Approaches —A Pilot's Approach .

b.Be thorough lyfami liar with the ILS FRM approach procedures in AlP DAP, or equivalent operational documents.

c.

Familiarisation with the breakout procedure and phraseology.

d.

Completion of an examination conducted by:

1.

he operator's training and checking organisation, or

2.

chief pilot holding instrument rating renewal approval, or

3.hying training school holding instrument training approval.

Pilots who complete the training through an approved flight training school must obtain alog book endorsement bythat

training organisation.

Simulator training in breakout procedures is not mandatory but is strongly recom mended, particularlyin aircraft fitted with

automated flight guidance systems.

If unable to participate in an ILS PRM approach, pilots must notifyATC priorto 120 DME SY or if departing from within

120 DME SYon first contact with ATC).

Pilots who are not ILS PRM qualified will be cleared fora standard ILS approach and ATC will apply dependent

separation standards between aircraft.

While ILS PRMAPCH are in use, ACFT able to complywith ILS PRM PROC will be afforded priorityover non—compliant

AC FT

In Practice

ATIS: The ATIS will include notification when ILS PRM approaches are in use.

Approach Plates Separate approach charts have been issued specificallyto be used for ILS PRM approaches.

Dual VHF Requirements Dual VHF equipment is required. The two receivers to be used must have volumes set to the

same level. One radio will be set to the tower frequency and the other radio to the PRM frequency. The tower controller

and the PRM controllerwill broadcast on both frequencies with the PRM Controller possessing communication override.

Pilots must not transmit on the PRM frequency.

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Communications from pilots with the tower controller will be conducted on the tower radio frequency only A breakout

instruction would be issued by the PRM controller on both frequencies. In the event of frequency congestion or over-

transmission on the tower frequency, the pilot will still hear the breakout instruction on the PRM frequency.

WAS Selection: Pilots may select TCAS in the TA mode or maintain RAm ode on receipt of instructions to contact the

Tower

Hand Fly

Breakout :

Pilots issued with Breakout instructions are in a situation of minimal lateral separation with

another aircraft with little or no advance warning of im pending breakout. Time is critical. Simulation studies have

consistently demonstrated that to obtain the quickest response, all Breakout procedures must be hand flown. In

unusual circumstances, descending breakout instructions may be given but this will not be an altitude below the

minimum vectoring altitude (WA).

A breakout is a different procedure entirelyto a missed approach procedure. Unlike a missed approach, pilots will be

given instructions on breakout that will net conform to a standard track or level. Pilots will be instructed to turn

immediately, climb or descend to routes and levels that maintain traffic and terrain clearance.

Environmental Considerations

In implementing PRM in the RWYI6 direction atSydney,.Airservices, has provided assurance that itwill, consistentwith

the overriding concern for air safety, take action to limit the northern extent downwind leg and to minimise the length of

time that aircraft maintain 3000ff. Additional training is being provided to controllers to meet these objectives. It is

essential that aircrew are aware of these objectives and assist bybearing in mind the following factors:

Descent profile should be maintained in accordance with the distance to run to touchdown or the 'base turn' point

notified byATC.

On a rightcircuitfora PRMapproach to runway 16R, aircraft cannot be turned onto the base leg until theyare ator near

3000ft. Controllers will provide information to pilots on the distance to run to the ideal base turn point.

Checklist Guide

Pilots are strongly advised to reference corn panyoperating procedures butthe following instructions will serve as a

guide to aircraft operating procedures.

Abbreviated Checklist Prior to Commencing Approach

ILS PRM Approach Plate - Selected

Brief for Approach and Breakout

Complete

VHF Frequencies - COM I— Set to Tower

VHF Frequencies - COM 2 Set to PRM Frequency (Monitor only)

Pilots may select lCAS in the TA mode or maintain RA mode on receipt of instructions to contact the Tower.

Communications

Two radio procedures are specific to PRM. These relate to observed localiser course deviations and NTZ penetrations

(Breakouts):

Deviations

The ILS PRM displayand radar technology allows for aircraft track projections up to 10 seconds in advance of the actual

aircraft position. If the PRM display indicates that an aircraft will penetrate the NTZ an advisory broadcast will be issued

to the aircraft The ph raseology will be:

(cailsign), radar indicates you are deviating (left/right) of the localiser course.

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Note: Pilots are not to acknowledge this deviation advice.

Breakout

ATC is required to issue instructions to break off the approach to any aircraft that enters the NTZ. Any aircraft in conflict on

the approach to the adjacent runway will also be turned away. Phraseology forth e Breakout will be as follows:

Breakout alert, (callsign), turn (left/right) immediate, heading ( ... ). Climb/descend to (altitude).

Conclusion

PRM offers a safe and practical wayto maintain airport capacity using parallel runways when the weather conditions do

not permit the use of Independent Visual Approaches. Please contact AJrsenAces Australia byemail

[email protected]

if you have any queries about its operation or the procedures involved.

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a pilot’s guide to ils prm approaches

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