Approaches to Parallel Runways
Procedures permit ILS instrument approach operations to dual or triple parallel runway configurations. A parallel approach is an ATC procedure that permits parallel ILS approach to airports with parallel runways separated by at least 2,500 feet between centerlines. Wherever parallel approaches are in progress, pilots are informed that approaches to both runways are in use.
Simultaneous approaches are permitted to runways:
- With centerlines separated by 4,300 to 9,000 feet;
- Equipped with final monitor controllers;
- Requiring radar monitoring to ensure separation between aircraft on the adjacent parallel approach course.
The approach procedure chart includes the note “simultaneous approaches authorized RWYS 14L and 14R,” identifying the appropriate runways. When advised that simultaneous parallel approaches are in progress, pilots must advise approach control immediately of malfunctioning or inoperative components.
Parallel approach operations demand heightened pilot situational awareness. The close proximity of adjacent aircraft conducting simultaneous parallel approaches mandates strict compliance with all ATC clearances and approach procedures. Pilots should pay particular attention to the following approach chart information: name and number of the approach, localizer frequency, inbound course, glideslope intercept altitude, DA/DH, missed approach instructions, special notes/procedures, and the assigned runway location and proximity to adjacent runways. Pilots also need to exercise strict radio discipline, which includes continuous monitoring of communications and the avoidance of lengthy, unnecessary radio transmissions.
ATC may authorize a side-step maneuver to either one of two parallel runways that are separated by 1,200 feet or less, followed by a straight-in landing on the adjacent runway. Aircraft executing a side-step maneuver are cleared for a specified nonprecision approach and landing on the adjacent parallel runway. For example, “Cleared ILS runway 7 left approach, side-step to runway 7 right.” The pilot is expected to commence the side-step maneuver as soon as possible after the runway or runway environment is in sight. Landing minimums to the adjacent runway are based on nonprecision criteria and therefore higher than the precision minimums to the primary runway, but are normally lower than the published circling minimums.
Landing minimums listed on the approach chart under “CIRCLING” apply when it is necessary to circle the airport, maneuver for landing, or when no straight-in minimums are specified on the approach chart. [Figure 10-11]The circling minimums published on the instrument approach chart provide a minimum of 300 feet of obstacle clearance in the circling area. [Figure 10-12] During a circling approach, the pilot should maintain visual contact with the runway of intended landing and fly no lower than the circling minimums until positioned to make a final descent for a landing. It is important to remember that circling minimums are only minimums. If the ceiling allows it, fly at an altitude that more nearly approximates VFR traffic pattern altitude. This makes any maneuvering safer and brings the view of the landing runway into a more normal perspective.
Figure 10-13 shows patterns that can be used for circling approaches. Pattern A can be flown when the final approach course intersects the runway centerline at less than a 90° angle, and the runway is in sight early enough to establish a base leg. If the runway becomes visible too late to fly pattern A, circle as shown in B. Fly pattern C if it is desirable to land opposite the direction of the final approach, and the runway is sighted in time for a turn to downwind leg. If the runway is sighted too late for a turn to downwind, fly pattern “D.” Regardless of the pattern flown, the pilot must maneuver the aircraft to remain within the designated circling area. Refer to section A (“Terms and Landing Minima Data”) in the front of each TPP for a description of circling approach categories. The criteria for determining the pattern to be flown are based on personal flying capabilities and knowledge of the performance characteristics of the aircraft. In each instance, the pilot must consider all factors: airport design, ceiling and visibility, wind direction and velocity, final approach course alignment, distance from the final approach fix to the runway, and ATC instructions.
Pilots may not operate an aircraft at any airport below the authorized MDA or continue an approach below the authorized DA/DH unless:
- The aircraft is continuously in a position from which a descent to a landing on the intended runway can be made at a normal descent rate using normal maneuvers;
- The flight visibility is not less than that prescribed for the approach procedure being used; and
- At least one of the following visual references for the intended runway is visible and identifiable to the pilot:
- Approach light system
- Threshold markings
- Threshold lights
- Runway end identifier lights (REIL)
- Visual approach slope indicator (VASI)
- Touchdown zone or touchdown zone markings
- Touchdown zone lights
- Runway or runway markings
- Runway lights
A MAP is formulated for each published instrument approach and allows the pilot to return to the airway structure while remaining clear of obstacles. The procedure is shown on the approach chart in text and graphic form. Since the execution of a missed approach occurs when the flight deck workload is at a maximum, the procedure should be studied and mastered before beginning the approach.
When a MAP is initiated, a climb pitch attitude should be established while setting climb power. Configure the aircraft for climb, turn to the appropriate heading, advise ATC that a missed approach is being executed, and request further clearances.
If the missed approach is initiated prior to reaching the MAP, unless otherwise cleared by ATC, continue to fly the IAP as specified on the approach chart. Fly to the MAP at or above the MDA or DA/DH before beginning a turn.
If visual reference is lost while circling-to-land from an instrument approach, execute the appropriate MAP. Make the initial climbing turn toward the landing runway and then maneuver to intercept and fly the missed approach course.
Pilots should immediately execute the MAP:
- Whenever the requirements for operating below DA/ DH or MDA are not met when the aircraft is below MDA, or upon arrival at the MAP and at any time after that until touchdown;
- Whenever an identifiable part of the airport is not visible to the pilot during a circling maneuver at or above MDA; or
- When so directed by ATC.
According to 14 CFR part 91, no pilot may land when the flight visibility is less than the visibility prescribed in the standard IAP being used. ATC provides the pilot with the current visibility reports appropriate to the runway in use. This may be in the form of prevailing visibility, runway visual value (RVV), or runway visual range (RVR). However, only the pilot can determine if the flight visibility meets the landing requirements indicated on the approach chart. If the flight visibility meets the minimum prescribed for the approach, then the approach may be continued to a landing. If the flight visibility is less than that prescribed for the approach, then the pilot must execute a missed approach regardless of the reported visibility.
The landing minimums published on IAP charts are based on full operation of all components and visual aids associated with the instrument approach chart being used. Higher minimums are required with inoperative components or visual aids. For example, if the ALSF-1 approach lighting system were inoperative, the visibility minimums for an ILS would need to be increased by one-quarter mile. If more than one component is inoperative, each minimum is raised to the highest minimum required by any single component that is inoperative. ILS glideslope inoperative minimums are published on instrument approach charts as localizer minimums. Consult the “Inoperative Components or Visual Aids Table” (printed on the inside front cover of each TPP) for a complete description of the effect of inoperative components on approach minimums.