KLAS parallel runway ops

[Kim Ellis]

Listening to real world KLAS today was a delight. They had 1L/1R parallel ops running most of the time, and some top kewl headed ATCs. While enjoying the different terminology of parallel ops, I thought PE! The controller(s) were a bit parochial, in that mates, regulars, etc were offered 1R as if it were a piece of candy. The candy was usually accepted with obvious pleasure. Others were allocated, "he's on the right, you're on the left, maintain visual separation", etc. They are all watching one another like hawks. You even hear something like "is his tail yellow with purple spots" (my choice of colours). I thought that would be a hoot on PE! What do people think?

[Keith Smith]

Did something similar to this during a recent fly-in to Vegas for the 25's with The ATP Experience guys. I offloaded one of them off to 25R while traffic behind him was for the left. It happens when traffic dictates it. If you arrange a SFO or LAS fly-in, we could arrange for parallel visuals. The "he's for the right, you're for the left" isn't so much an assignment (that would've happened already when they were told which approach to expect) as a notification that the aircraft ahead of them would NOT be landing on the same runway. This would allow the pilot flying the 2nd airplane to get a lot closer to the first, since they don't have to allow for any runway occupancy time.

Edit: Moved thread from Fly with Me forum to Pilots forum since this isn't tied to any specific fly-in event.

[wmburns]

I remember a short discussion regarding Precision Runway Monitoring (PRM) Operations during one of the Pilotedge workshops. What are the thoughts regarding simulating PRM on Pilotedge? I would assume the requirement to monitor the PRM channel would be a non-starter on Pilotedge.

However, it does seem feasible to broadcast the break out instructions on the regular tower frequency.

For the sake of us that "just want to know", how does the ATC approach clearance differ between a standard ILS approach and a PRM ILS approach? How does the pilot indicate he/she is not able to comply with the requirements for a PRM approach?

What traffic volumes are needed to make PRM necessary?

[Keith Smith]

prm procedures are not required for visual approaches. I only know what I've read about prm, I have no direct experience with it. I believe it requires air crew training, though. the app clnc probably doesn't differ much, other then the approach name itself.

we would only simulate this for commercial customers with prior coordination and after we briefed and trained internally.

[Peter Grey]

I have no direct experience with it. I believe it requires air crew training, though. the app clnc probably doesn't differ much, other then the approach name itself.

I have done many a PRM approach, and yes it requires specific air crew training (classroom and simulator). The approach clearance is identical to a standard approach, but there are a lot of "behind the scenes" procedures that everyone needs to be on the same page on.

How does the pilot indicate he/she is not able to comply with the requirements for a PRM approach?

This is normally done well before entering the approach airspace (for ATL you need to let Atlanta Center know at least 100 NM out).

What traffic volumes are needed to make PRM necessary?

It varies airport to airport, at KATL (my home field) it's actually a ceiling requirement, not a traffic requirement (it's around a 4000 foot ceiling).