Precision Runway Monitor (PRM) at Sydney Airport (YSSY/SYD)

Airservices Australia operates a highly accurate surveillance system at Sydney (Kingsford-Smith) Airport known as the Precision Runway Monitor (PRM).

PRM operations enable aircraft to safely conduct simultaneous GLS or ILS approaches to Sydney Airport’s parallel runways, maintaining airport capacity during adverse weather conditions.

A Pilot's Guide to PRM Operations at Sydney

PRM operations facilitate aircraft separation under Independent Parallel Approaches, adhering to ICAO standards for parallel runway operations.

The Civil Aviation Safety Authority (CASA) provides detailed PRM instrument approach operations information in Section 14.08 of the Part 91 (General Operating and Flight Rules) Manual of Standards 2020.

Airservices Australia offers additional resources on this page, in AIP DAP East and in this Pilot Guide to assist with training and familiarisation of PRM operations at Sydney.

Note: Airservices Australia no longer produces a training video for PRM operations, and there is no requirement for pilots to watch a video.

Flying into Sydney during PRM Operations

When “PRM OPERATIONS IN PROGRESS” is notified by ATC via voice or ATIS, special procedures and notification requirements apply.

  • PRM capable
    • Pilot training must meet CASA legislative requirements
    • Dual VHF
      • COM1 – TWR (RX & TX)
      • COM2 – PRM (RX only) selected when transferred to TWR
    • Expect GLS or ILS approach
    • Include “PRM User Instructions” in the approach brief
  • Not PRM capable
    • Notify ATC at least 120 NM from YSSY
    • Expect additional delay

Aircraft separation during PRM operations

ATC maintains separation (e.g. 1000FT or 3NM) between aircraft until they are established on the final approach course.

Once established, ATC monitors aircraft to ensure they remain clear of the “No Transgression Zone” (NTZ), a 610m-wide safety buffer between the parallel approaches.

ATC will warn pilots if they are observed deviating towards the NTZ and provide direction to return to course.  If an aircraft penetrates the NTZ, ATC will “break-out” that aircraft and any affected aircraft on the adjacent approach to re-establish separation.

Break-out procedure

A break-out is an immediate evasive manoeuvre instructed by ATC to turn an aircraft on final approach away from another aircraft.  Although a break-out is used to abort an approach, it is an entirely different procedure from a missed approach.  Key differences include:

  • Track & level: Pilots will be issued with an immediate heading and level, typically involving an initial climbing turn away from the centreline.  Descending break-out instructions may be given in exceptional circumstance, but an altitude below the minimum vectoring altitude (MVA) will not be issued.
  • Hand flown: Break-out instructions can be given with little or no advance warning.  Time is critical.  Simulation studies have shown that hand-flying a break-out consistently provides the quickest response.
  • Example Phraseology: ‘BREAKOUT ALERT, (callsign) TURN LEFT IMMEDIATELY HEADING 110, CLIMB TO  3000’.

FAQs

  • Which approach do I expect? Aircraft planning as GLS-capable can expect a GLS approach (advise SY APP if ILS is preferred).  Other aircraft can expect an ILS approach.  RNP approaches are not approved for independent parallel approaches at Sydney.
  • Why dual VHF? Due to the close spacing between the parallel runways at Sydney, delay in giving break-out instructions must be minimised.  At times, this may require the PRM controller to over-transmit other aircraft or the TWR controller.  The PRM frequency will always be clear for pilots to receive instructions even if the TWR frequency is blocked.
  • Why do TWR transmissions also come through the PRM frequency? This permits the volume of COM2 to be set correctly.
  • Is the PRM operations circuit longer than for IVAs? If PRM operations aren’t used, and the weather doesn’t permit IVAs, arrival capacity at Sydney is reduced by up to 25%.  PRM operations permit maximum sustained capacity in these conditions.  The circuit is longer due to specific requirements when vectoring for independent parallel instrument approaches.
  • Why does the BOREE PAPA STAR have a long level segment at 3000FT? To maintain separation with traffic being vectored for 16L, arrivals via BOREE to 16R need to be pushed down to 3000FT much earlier than normal.  Compliance with all level restrictions on this STAR are critical for separation.
  • What buffer is provided with aircraft outside controlled airspace under the circuit to 16R? ATC often vectors aircraft with a 500FT buffer from the base of class C airspace while positioning for the 16R approach at 3000FT.  It is not uncommon for uncontrolled aircraft to transit underneath the circuit at 2500FT.

Environmental considerations

In implementing PRM in the runway 16 direction at Sydney, Airservices has assured that it will, consistent with the overriding concern for air safety, limit the northern extent of the downwind leg and minimise the time aircraft maintain 3000FT.  Controller training is designed to meet these objectives.  Aircrew should be aware of these objectives and assist by bearing in mind the following factors:

  • Maintain the descent profile in accordance with the distance to run to touchdown or the ‘base turn’ point notified by ATC; and
  • On a right circuit for a PRM approach to runway 16R, aircraft must generally reach 3000FT by the base turn, and at least 6NM from the initial approach fix. Similarly, a right circuit to runway 34R requires aircraft to be near 2000FT before a base turn.  Controllers will provide information to pilots when expedited descent is required.

Further Information