Distribution: Electronic Distribution Only Initiated By: AFS-400 This order provides policy guidance for developing and publishing the Attention All Users Page (AAUP) used to support Simultaneous Area Navigation (RNAV) Departure Operations, Simultaneous Close Parallel (SCP) approach operations and Simultaneous Offset Instrument Approach (SOIA) operations. John M. Duncan Director, Flight Standards Service Effective Date: MM/DD/YYYY National Policy SUBJ: Approach and Departure Attention All Users Page (AAUP) ORDER 8400.AAUP
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Section 4-1. ILS PRM, LDA PRM, RNAV (GPS) PRM, RNAV
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Distribution: Electronic Distribution Only Initiated By: AFS-400
This order provides policy guidance for developing and publishing the Attention All Users Page
(AAUP) used to support Simultaneous Area Navigation (RNAV) Departure Operations,
Simultaneous Close Parallel (SCP) approach operations and Simultaneous Offset Instrument
Approach (SOIA) operations.
John M. Duncan
Director, Flight Standards Service
Effective Date:
MM/DD/YYYY
National Policy
SUBJ: Approach and Departure Attention All Users Page (AAUP)
ORDER 8400.AAUP
MM/DD/YYYY 8400.AAUP
2
Table of Contents
Chapter 1. General Information .................................................................................................. 4
LPV Lateral Precision Performance with Vertical Guidance
LTP landing threshold point
MAP missed approach point
MLS Microwave Landing System
MSL mean sea level
NAVAID navigational aid
NFDC National Flight Data Center
NFDD National Flight Data Digest
NM nautical mile
NOZ normal operating zone
NTZ no transgression zone
OCS obstacle clearance surface
OpSpecs operation specifications
PAOA Parallel Approach Obstruction Assessment
PAPI precision approach path indicator
PFAF precision final approach fix
PRM precision runway monitor
RAPT Regional Airspace and Procedures Team
RF radius to fix
RNAV area navigation
RNP required navigation performance
SCP simultaneous close parallel
SIAP standard instrument approach procedure
MM/DD/YYYY 8400.AAUP Appendix A
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SID standard instrument departure
SM statute mile
SOIA Simultaneous Offset Instrument Approach
TCAS Traffic Alert and Collision Avoidance System
TERPS terminal instrument procedures
THLD threshold
VASI visual approach slope indicator
VGSI visual glide slope indicator
4. Related Publications (FAA Advisory Circulars and Orders, latest editions).
a. Order 8260.3, U. S. Standard for Terminal Instrument Procedures (TERPS).
b. Order 8260.19, Flight Procedures and Airspace.
c. Order 8260.49, Simultaneous Offset Instrument Approach (SOIA).
5. Forms and Reports. For the applicable forms and associated instructions for an Attention
All Users Page (AAUP) for departure procedures, see chapters 2 and 3 and appendix B. For the
applicable forms and associated instructions for an AAUP for SCP approach procedures
including SOIA, see chapters 2 and 4 and appendix C.
6. Information Update. For your convenience, FAA Form 1320-19, Directives Feedback
Information, is included at the end of this order to note any deficiencies found, clarifications
needed, or suggested improvements regarding the contents of this order. When forwarding your
comments to the originating office for consideration, please use the “Other Comments” block to
provide a complete explanation of why the suggested change is necessary.
MM/DD/YYYY 8400.AAUP Appendix A
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THIS PAGE IS INTENTIONALLY LEFT BLANK
MM/DD/YYYY 8400.AAUP Appendix B
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Appendix B. FAA Form 8400-XX, RNAV Departure Procedure Attention All Users Page (AAUP) [RNAV Departure Procedure] Sample Forms
Figure B-1. Sample of Completed FAA Form 8400-XX
U.S. DEPARTMENT of TRANSPORTATION - FEDERAL AVIATION ADMINISTRATION
RNAV DEPARTURE PROCEDURE ATTENTION ALL USERS PAGE (AAUP)
City, State Airport Effective Date
ATLANTA, GA ATLANTA/HARTSFIELD-JACKSON ATLANTA INTL
(ATL)
1. PREFLIGHT: Upon assignment of an RNAV SID, crosscheck the charted RNAV SID with the aircraft navigation
system. Consider the following crosscheck items:
a. Departure Runway if known,
b. Waypoint sequencing on the RNAV SID,
c. En Route Transition,
d. Any specific aircraft navigation operating procedures or limitations, and
e. Do not modify or manually construct waypoints on the SID.
2. BEFORE TAKEOFF: Verify any modification to the navigation system, including runway changes, against the
charted RNAV SID. Advise ATC if unable to verify correct loading of the runway and/or procedure if unable for any reason to comply with the RNAV SID. Ensure a runway position update is accomplished prior to takeoff, if required.
3. LINE UP/TAKEOFF: Expect a takeoff clearance to include the “RNAV track to the first fix/waypoint” or an
assigned heading. Consider the following:
a. If assigned a heading do not delete the RNAV SID from the navigation system.
b. An RNAV takeoff clearance will be issued with “RNAV to phraseology,” for example “(Callsign) 123, RNAV to MPASS, Runway 26L, Cleared for Takeoff.” The expected pilot response is to read back the clearance, for example “(Callsign) 123, RNAV to MPASS Runway 26L, Cleared to Takeoff.”
c. Verify the departure clearance takeoff runway and cleared to “fix/waypoint” is displayed in the aircraft navigation system. If a discrepancy exists, request an initial heading from tower or refuse the takeoff clearance until the discrepancy is resolved.
d. Verify lateral mode to be used on departure.
e. Fly the published procedure issued on the IFR clearance if no additional instructions are received with the takeoff clearance.
4. AFTER TAKEOFF: RNAV to fix/waypoint: Fly runway heading, engage lateral navigation flight guidance
when applicable, and fly the cleared departure procedure. Strict compliance with the lateral track charted altitude and any speed restrictions are imperative. Parallel RNAV departures must not encroach on the airspace between extended parallel runway centerlines without specific ATC clearance. Manually intervene, if required, to remain on track to avoid deviating in the direction of a parallel runway, track, or aircraft. If unable to comply with the SID profile, either laterally or vertically, immediately notify ATC. Assigned Heading: Fly assigned headings until
otherwise cleared.
FAA Form 8400-XX (07/14) Page 1 of 2
MM/DD/YYYY 8400.AAUP Appendix B
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U.S. DEPARTMENT of TRANSPORTATION - FEDERAL AVIATION ADMINISTRATION
RNAV DEPARTURE PROCEDURE ATTENTION ALL USERS PAGE (AAUP)
City, State Airport Effective Date
ATLANTA, GA ATLANTA/HARTSFIELD-JACKSON ATLANTA INTL
(ATL)
5. ATLANTA (ATL) SPECIFIC INFORMATION: Runway assignment will be issued on initial contact with Atlanta
Ground Control at the Ramp exit spot. During dual runway simultaneous departure operations, expect an RNAV departure clearance.
Atlanta Departure RNAV SIDs and Associated Departure Directions
North East South West CADIT DAWGS BRAVS JOGOR(WEST 1) COKEM DOOLY PNUTT JCKTS(WEST 1) SUMMT MUNSN THRSR GEETK(WEST 2) NUGGT UGAAA NOVSS RMBLN(WEST 2)
ADMINISTRATIVE INFORMATION (DO NOT PUBLISH): DEVELOPED BY: [signature and date]
John Q Doe ATL TRACON COORDINATED WITH: RAPT, AJV, Delta Air Lines, and AFS-400
CHANGES: N/A (Original)
REASONS: New operation with multiple parallel RNAV departure procedures.
FAA Form 8400-XX (07/14) Page 2 of 2
No entry into zone without ATC approval
No entry into zone without ATC approval
MM/DD/YYYY 8400.AAUP Appendix C
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Appendix C. FAA Form 8400-XX, Simultaneous Close Parallel Attention All Users Page (AAUP)Samples of Completed Forms
for SCP Approaches
This section provides samples to assist in developing the proposed approach AAUP forms for
coordination and publication.
Figure C-1. Sample #1 of Form 8400-XX
U.S. DEPARTMENT of TRANSPORTATION - FEDERAL AVIATION ADMINISTRATION
SIMULTANEOUS CLOSE PARALLEL - PRM ATTENTION ALL USERS PAGE (AAUP)
City, State Airport Effective Date
DETROIT, MICHIGAN DETROIT METROPOLITAN WAYNE
COUNTY (DTW) OCTOBER 27, 2013
ATTENTION ALL USERS PAGE (AAUP)
Pilots who are unable to participate will be afforded appropriate arrival services as operational conditions permit and must notify the controlling ARTCC as soon as practical, but at least 100 miles from destination. Required Briefing: Brief the appropriate procedure bullet points below based on the expected or assigned IAP. ILS PRM Rwys 3R, 4R, 21L, 22L, Briefing Points:
When in range, tune in the PRM monitor frequency audio and set the volume on a secondary radio, then deselect the audio until switched to the tower frequency.
When instructed, immediately switch to the tower frequency and select the monitor frequency audio.
Descending on the ILS glideslope ensures compliance with any charted crossing restrictions. ILS PRM Y Rwy 22R Briefing Points:
When in range, tune in the PRM monitor frequency audio and set the volume on a secondary radio, then deselect the audio until switched to the tower frequency.
When instructed, immediately switch to the tower frequency and select the monitor frequency audio.
Descending on the ILS glideslope ensures compliance with any charted crossing restrictions.
Exit the runway at Taxiway A4 (6700 ft) or A3 (7700 ft), whenever practical.
Whenever possible, do not stop on taxiway A between taxiway A3 and taxiway Q, due to offset LOC critical area. ILS PRM Y Rwy 4L Briefing Points:
When in range, tune in the PRM monitor frequency audio and set the volume on a secondary radio, then deselect the audio until switched to the tower frequency.
When instructed, immediately switch to the tower frequency and select the monitor frequency audio.
Descending on the ILS glideslope ensures compliance with any charted crossing restrictions.
Exit the runway at Taxiway A7 (6700 ft) or A8 (7700 ft), whenever practical.
Whenever possible, do not stop on taxiways A9 and A10 or on taxiway A northwest of taxiway V, due to the offset LOC critical area.
FAA Form 8400-XX (07/14) Page 1 of 2
MM/DD/YYYY 8400.AAUP Appendix C
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EXPANDED PROCEDURES (Optional, brief if necessary) 1. ATIS. When the ATIS broadcast advises that simultaneous ILS PRM approaches are in progress, pilots should brief to fly the ILS PRM approach. If later advised to expect an ILS approach, the ILS PRM chart may be used after noting the following: a. Minimums and missed approach procedures are unchanged.
b. Monitor frequency no longer required.
c. A lower glideslope intercept altitude may be assigned when advised to expect an ILS approach. 2. Dual VHF Communication required. To avoid blocked transmissions, each runway will have two frequencies, a primary and a PRM monitor frequency. The tower controller will transmit on both frequencies. The PRM Monitor controller's transmissions, if needed, will override both frequencies. Pilots will ONLY transmit on the tower controller's frequency, but will listen to both frequencies. When practical, on a second communications radio, select the PRM monitor frequency. Set the audio level to about the same volume as the primary communication radio so that transmissions on the PRM monitor frequency can be heard in the event the tower frequency is blocked. Then, deselect the PRM monitor audio. When instructed by ATC to contact the tower, reselect the PRM monitor frequency audio. 3. All "Breakouts" are to be hand flown to assure that the maneuver is accomplished in the shortest amount of time. Pilots, when directed by ATC to break off an approach, must assume that an aircraft is blundering toward their course and a breakout must be initiated immediately. a. ATC Directed "Breakouts": ATC directed breakouts will consist of a turn and a climb or descent. Pilots must always initiate the breakout in response to an air traffic controller instruction. Controllers will give a descending breakout only when there are no other reasonable options available, but in no case will the descent be below minimum vectoring altitude (MVA) which provides at least 1,000 feet required obstruction clearance. b. Phraseology - "TRAFFIC ALERT": If an aircraft enters the "NO TRANSGRESSION ZONE (NTZ)," the controller will breakout the threatened aircraft on the adjacent approach. The phraseology for the breakout will be:
ADMINISTRATIVE INFORMATION (DO NOT PUBLISH): DEVELOPED BY: DTW SIT COORDINATED WITH: RAPT, AJV, and AFS-400 CHANGES: N/A, original REASONS: New format
FAA Form 8400-XX (07/14) Page 2 of 2
MM/DD/YYYY 8400.AAUP Appendix C
21
Figure C-2. Sample #2 of Form 8400-XX
U.S. DEPARTMENT of TRANSPORTATION - FEDERAL AVIATION ADMINISTRATION
SIMULTANEOUS CLOSE PARALLEL - PRM ATTENTION ALL USERS PAGE (AAUP)
City, State Airport Effective Date
ATLANTA, GA ATLANTA/HARTSFIELD-JACKSON
ATLANTA INTL (ATL) TO BE COORDINATED
ATTENTION ALL USERS PAGE (AAUP)
Pilots who are unable to participate will be afforded appropriate arrival services as operational conditions permit and must notify the controlling ARTCC as soon as practical, but at least 100 miles from destination.
When in range, tune in the PRM monitor frequency on a secondary radio, set the audio volume, then deselect the audio until switched to the tower frequency. If no communications are heard on the PRM frequency, set the volume by tuning to another frequency (i.e., the ATIS) to verify functionality of secondary radio, and return to the PRM monitor frequency.
When instructed to switch to the tower frequency, select the PRM monitor frequency audio on.
Descending on the ILS glideslope ensures compliance with any charted crossing restrictions. EXPANDED PROCEDURES (Optional, brief if necessary) 1. ATIS. When the ATIS broadcast advises that simultaneous ILS PRM approaches are in progress, pilots should brief to fly the ILS PRM approach. If later advised to expect an ILS approach, the ILS PRM chart may be used after noting the following: a. Minimums and missed approach procedures are unchanged.
b. Monitor frequency no longer required.
c. A lower glideslope intercept altitude may be assigned when advised to expect an ILS approach. 2. Dual VHF Communication required. To avoid blocked transmissions, each runway will have two frequencies, a tower, and a PRM monitor frequency. The PRM Monitor controller's transmissions, if needed, will override both frequencies. Pilots will ONLY transmit on the tower controller's frequency, but will listen to both frequencies. When in range, on a second communications radio, select the PRM monitor frequency. Set the audio level to about the same volume as the primary communication radio so that transmissions on the PRM monitor frequency can be heard in the event the tower frequency is blocked. Then, deselect the PRM monitor audio. When instructed by ATC to contact the tower, reselect the PRM monitor frequency audio. 3. All "Breakouts" are to be hand flown to assure that the maneuver is accomplished in the shortest amount of time. Pilots, when directed by ATC to break off an approach, must assume that an aircraft is blundering toward their course and a breakout must be initiated immediately. a. ATC Directed "Breakouts": ATC directed breakouts will consist of a turn and a climb or descent. Pilots must always initiate the breakout in response to an air traffic controller instruction. Controllers will give a descending breakout only when there are no other reasonable options available, but in no case will the descent be below minimum vectoring altitude (MVA) which provides at least 1,000 feet required obstruction clearance. b. Phraseology - "TRAFFIC ALERT": If an aircraft enters the "NO TRANSGRESSION ZONE (NTZ)," the controller will breakout the threatened aircraft on the adjacent approach. The phraseology for the breakout will be:
DEVELOPED BY: (signature and date) James A. Airspace ATL TRACON
COORDINATED WITH: RAPT, AJV, Delta Air Lines, and AFS-400
CHANGES: Updated wording in “briefing points” and in “Dual VHF Communication required” sections because of revised communication procedures. Deleted the sentence, “The tower controller will transmit on both frequencies.”
REASONS: Requested by ATL TRACON and by primary user.
FAA Form 8400-XX (07/14) Page 2 of 2
23
Figure C-3. Sample #3 of Form 8400-XXX
U.S. DEPARTMENT of TRANSPORTATION - FEDERAL AVIATION ADMINISTRATION
SIMULTANEOUS CLOSE PARALLEL - PRM ATTENTION ALL USERS PAGE (AAUP)
City, State Airport Effective Date
SAN FRANCISCO, CA SAN FRANCISO INTL (SFO) OCTOBER 27, 2013
ATTENTION ALL USERS PAGE (AAUP)
Pilots who are unable to participate will be afforded appropriate arrival services as operational conditions permit and must notify the controlling ARTCC as soon as practical, but at least 100 miles from destination. Required Briefing: Brief the appropriate procedure bullet points below based on the expected or assigned IAP. ILS PRM Rwy 28L Briefing Points:
When in range, tune in the PRM monitor frequency (125.15) on a secondary radio and set the audio volume, then deselect the audio.
Re-select the PRM monitor frequency when communicating with the NORCAL approach control (frequency 135.65).
Utilize glidepath; do not step down between fixes after passing ROKME.
Descending on the glidepath ensures compliance with any charted crossing restriction. Inside NEPIC (I-SFO 5.3 DME), descending on (not above) the glidepath benefits the trailing 28R aircraft to avoid wake turbulence.
While conducting the PRM approach to runway 28L, other aircraft may be conducting the PRM approach to runway 28R. These aircraft will approach from the right-rear and will re-align with runway 28R after making visual contact with the runway 28L traffic.
Expect to be switched to SFO tower (120.5) at NEPIC (I-SFO 5.3 DME).
PRM monitor frequency may be de-selected after determining that the aircraft is on the tower frequency. LDA PRM Rwy 28R Briefing Points:
If required, develop a wake mitigation strategy as soon as practical. After passing DARNE, pilots will be operating in close proximity to the 28L aircraft and will be responsible for wake turbulence avoidance.
When in range, tune in the PRM monitor frequency (127.675) on a secondary radio and set the audio volume, then deselect the audio.
Re-select the PRM monitor frequency when communicating with the NORCAL approach control (frequency 120.35).
Utilize glidepath; do not step down between fixes after passing HEGOT.
Descending on the glidepath ensures compliance with any charted crossing restrictions.
Report the 28L traffic in sight as soon as practical and prior to DARNE (I-FNP 4.0 DME). DO NOT PASS.
Remain on the LDA until passing DARNE so as not to penetrate the NTZ.
Expect to be switched to SFO tower (120.5) at DARNE (I-FNP 4.0 DME).
PRM monitor frequency may be de-selected after determining that the aircraft is on the tower frequency.
After passing DARNE, MANEUVER VISUALLY.
In the visual segment after DARNE, pilots are responsible for collision and wake avoidance. (See Visual Segment under Expanded Procedures for additional information).
If executing a go–around between DARNE runway 28R, initially establish a climbing right turn heading 030° unless otherwise
instructed by ATC. RNAV (GPS) PRM Rwy 28L Briefing Points: (Note: Identify NEPIC WP as 3.3 NM from Rwy 28L WP if not in the FMC approach coding.)
When in range, tune in the PRM monitor frequency (125.15) on a secondary radio and set the audio volume, then deselect the audio.
Re-select the PRM monitor frequency when communicating with the NORCAL approach control (frequency 135.65).
FAA Form 8400-XX (07/14) Page 1 of 3
If practical, utilize constant descent angle after passing ROKME WP.
MM/DD/YYYY 8400.AAUP Appendix C
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Monitor descent path to ensure that fix crossing requirements are adhered to.
VDA is 2.85° between all waypoints on the final approach course.
Inside NEPIC descending on (not above) the vertical path benefits the trailing 28R aircraft to avoid wake turbulence.
While conducting the PRM approach to runway 28L, other aircraft may be conducting the PRM approach to runway 28R. These aircraft will approach from the right-rear and will re-align with runway 28R after making visual contact with the runway 28L traffic.
Expect to be switched to SFO tower (120.5) at NEPIC WP, 3.3 NM from Rwy 28L WP.
PRM monitor frequency may be de-selected after determining that the aircraft is on the tower frequency. RNAV (GPS) PRM X Rwy 28R Briefing Points: (Note: Non-standard RNAV Missed Approach coding initially requires use of heading mode. Identify DARNE WP as 3.4 NM from CFFKC WP if not in the FMC approach coding.)
If required, develop a wake mitigation strategy as soon as practical. After passing DARNE WP, pilots will be operating in close proximity to the 28L aircraft and will be responsible for wake turbulence avoidance.
When in range, tune in the PRM monitor frequency (127.675) on a secondary radio and set the audio volume, then deselect the audio.
Re-select the PRM monitor frequency when communicating with the NORCAL approach control (frequency 120.35).
If practical, utilize constant descent angle after passing HEGOT WP.
Monitor descent path to ensure that fix crossing requirements are adhered to.
VDA is 3° between all waypoints on the final approach course.
Report the 28L traffic in sight as soon as practical and prior to DARNE. DO NOT PASS.
Remain on the RNAV track until passing DARNE WP, so as not to penetrate the NTZ.
Expect to be switched to SFO tower (120.5) at DARNE WP, 3.4 NM from CFFKC WP.
After passing DARNE, MANEUVER VISUALLY.
The VNAV path is valid to the runway threshold.
PRM monitor frequency may be de-selected after determining that the aircraft is on the tower frequency.
In the visual segment after DARNE, pilots are responsible for collision and wake avoidance. (See Visual Segment under Expanded Procedures for additional information).
If executing a missed approach or go-around, initially establish a climbing right turn heading 030°. Caution: Missed approach leg from airport to OAK VORTAC, if depicted on a map display, is for reference only. Follow IAP published missed approach procedure unless otherwise instructed by ATC.
EXPANDED PROCEDURES (Optional, brief if necessary) 1. ATIS. When the ATIS broadcast advises that simultaneous PRM Rwy 28L and PRM Rwy 28R approaches are in progress, pilots should brief to fly the PRM approach. If later advised to expect an ILS, LDA or RNAV (GPS) approach, the PRM chart may be used after noting the following: a. Minimums and missed approach procedures are unchanged.
b. Monitor frequency no longer required.
c. A different glidepath or VNAV path intercept altitude may be assigned when advised to expect ILS, LDA or RNAV (GPS) approach. Simultaneous parallel approaches will only be offered/conducted when the weather is at least 1600 feet (ceiling) and 4 miles (visibility). 2. Dual VHF Communication required (Rwy 28R). To avoid blocked transmissions, each runway will have two frequencies, a primary and a PRM monitor frequency. The NORCAL approach controller will transmit on both frequencies. The PRM Monitor controller's transmissions, if needed, will override both frequencies. Pilots will ONLY transmit on the approach controller's frequency, but will listen to both frequencies. When practical, on a second communications radio, select the PRM monitor frequency. Set the audio level to about the same volume as the primary communications radio so that transmissions on the PRM monitor frequency can be heard in the event the approach control frequency is blocked. Then deselect the PRM monitor audio. Re-select the PRM monitor frequency audio only when in contact with the NORCAL approach controller (120.35).
Dual VHF Communication required (Rwy 28L). To avoid blocked transmissions, each runway will have two frequencies, a primary and a PRM monitor frequency. The NORCAL approach controller will transmit on both frequencies. The PRM Monitor controller's transmissions, if needed, will override both frequencies. Pilots will ONLY transmit on the approach controller's frequency, but will listen to both frequencies. When practical, on a second communications radio, select the PRM monitor frequency. Set the audio level to about the same volume as the primary communications radio so that transmissions on the PRM monitor frequency can be heard in the event the approach control frequency is blocked. Then deselect the PRM monitor audio. Re-select the PRM monitor frequency audio only when in contact with the NORCAL approach controller (135.65). FAA Form 8400-XX (07/14) Page 2 of 3
MM/DD/YYYY 8400.AAUP Appendix C
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3. All "Breakouts" are to be hand flown to assure that the maneuver is accomplished in the shortest amount of time. Pilots, when directed by ATC to break off an approach, must assume that an aircraft is blundering toward their course and a breakout must be initiated immediately. a. ATC Directed "Breakouts": ATC directed breakouts will consist of a turn and a climb or descent. Pilots must always initiate the breakout in response to an air traffic controller instruction. Controllers will give a descending breakout only when there are no other reasonable options available, but in no case will the descent be below minimum vectoring altitude (MVA) which provides at least 1,000 feet required obstruction clearance. b. Phraseology - "TRAFFIC ALERT": If an aircraft enters the "NO TRANSGRESSION ZONE (NTZ)," the controller will breakout the threatened aircraft on the adjacent approach. The phraseology for the breakout will be:
4. Visual Segment (Rwy 28R): If ATC advises that there is traffic approaching runway 28L, pilots are authorized to continue past DARNE to align with runway 28R centerline only when: a. The runway 28L traffic is in sight and is expected to remain in sight, b. ATC has been advised that "traffic is in sight." (ATC is not required to acknowledge this transmission.)
c. The runway environment is in sight. Otherwise, a missed approach must be executed at DARNE. Between DARNE and the runway threshold, pilots are responsible for separating themselves visually from traffic approaching runway 28L, which means maneuvering the aircraft as necessary to avoid the runway 28L traffic until landing (do not pass), and providing wake turbulence avoidance, as applicable. If visual contact with the runway 28L traffic is lost, advise ATC as soon as practical and execute the published missed approach unless otherwise instructed by ATC. ADMINISTRATIVE INFORMATION (DO NOT PUBLISH):
DEVELOPED BY: SFO SIT COORDINATED WITH: RAPT, AJV, and AFS-400 CHANGES: N/A, original REASONS: New format