Background

The EoR concept means that independent parallel approaches may be carried out with ILS approach being used on one runway and RNP AR approach being used on the parallel runway. This means that radar or vertical separation between the RNP AR approach and parallel ILS approach is not required.
At ESSA, according to the environmental permit, up to 5 RNP AR approaches per hour may be conducted to the departure runway. This is in addition to other landings on the departure runway due to performance, aircraft type, HOSP, emergencies etc.

General

EoR will only be used in runway combinations ARR 19L/DEP 19R and ARR 01R/DEP 01L, with RNP AR approaches to RWY 01L/19R and ILS approaches on RWY 01R/19L.

Spacing between consecutive RNP AR approaches:

Normally minimum 15 NM spacing applies.
Reduced spacing of minimum 8 NM may be used between two consecutive approaches.
After two landings with reduced spacing, 15 NM spacing should be applied before the next approach.
TWR may approve shorter spacing by coordination.

Note: As the RNP AR approaches are conducted to the departure runway, the spacing requirements ensure that there is no undue delay to departures.

Approach procedures

When EoR operations are in use, the following RNP AR procedures will be used:

RWY 01L: RNP Y
RWY 19R: RNP Y or X

Preconditions for EoR operations

RNP AR capable aircraft will be identified to ATC by the ICAO PBN “T1” code on the operational flight plan. Aircraft that have filed “T1” are expected to have RNP AR capability. If this is not the case, flight crew shall inform ATC as soon as possible and can expect an ILS approach.

Note: On VATSIM, it is recommended to confirm with the pilot if they are RNP AR capable before selecting a flight for RNP AR approach.

ATIS shall indicate when simultaneous independent parallel runway operations are in effect. The following text is added to the vATIS ARPT_COND field for ESSA Arrival ATIS when EoR procedures are in effect:

ARR 19L/DEP 19R:

INDEPENDENT PARALLEL APCH IN OPERATION. SECONDARY APCH RNP Y OR X

ARR 01L/DEP 01R:

INDEPENDENT PARALLEL APCH IN OPERATION. SECONDARY APCH RNP Y

Note: Real life AWOS may include the above text even when EoR is not in use. Do not add this text to the ATIS unless EoR procedures will actually be used.

The following criteria must be fulfilled before giving approach clearance using the EoR concept:

No observed or forecast CB activity or windshear in the vicinity of the aerodrome.
No observed or forecast severe turbulence on approach.
Forecast and reported ceiling (BKN or OVC) at least 1000 ft.
APM warning operational.
RNP AR procedures, NTZ and designated points (DP) depicted on radar screens at relevant APP positions (TopSky map ESSA 01L/R EoR or ESSA 19L/R EoR to be displayed).
Instant voice communications between DIR and TWR required (i.e. all involved controllers must be in the appropriate Discord voice channel, or equivalent).
ESR16 not active above normal altitude (1600 ft).

If any of the above weather conditions occur after intention for RNP AR or approach clearance for RNP AR has been given, the approach may be continued.

Operational procedures

Coordination:

ARR-W selects up to 5 flights per hour for RNP AR to RWY 01L/19R. ARR-W coordinates with ACC who will confirm that the flight is RNP AR capable, inform the pilot the intention to perform RNP AR (X or Y) RWY 01L/19R. ACC will give inbound clearance via "normal" STAR. Note: Flights selected for EoR should not conflict with the main arrival flow to RWY 01R/19L, i.e. mainly flights from the west should be selected.
ARR-W coordinates RNP AR with TWR-W latest 20 NM before threshold (e.g. "SAS123 RNP Y 01L").
OP-TEXT2 is used as follows: RQ RNP = Pilot requests RNP. RNPX 19R = Pilot has been informed that intention is RNP X RWY 19R.

Approach procedure:

ARR-W may give clearance direct to IAF and issues approach clearance via IAF.
The pilot shall report "established" before reaching the intermediate fix (IF), which is also the designated point (DP). Once established, the aircraft will be considered separated from aircraft conducting ILS approach on the adjacent parallel runway.
Aircraft on the parallel ILS approach to RWY 19L/01R must be established on the approach before the DP to that runway.
After the pilot reports established on the RNP AR approach, ARR-W transfers communication to DIR (e.g. "SAS123 contact Arrival 120.505, use callsign only").
DIR confirms landing runway (01L or 19R) and QNH to the pilot.
DIR transfers communication to TWR-W using normal procedures (latest at 4 NM final).

Missed approach procedures:

Missed approaches from RNP AR are handled using normal procedures.
For breakout procedures see below.

Monitor and breakout procedures

DIR is responsible for monitoring separation between aircraft on independent parallel approaches. The monitor task starts at the DP and finishes at the threshold. As long as aircraft on parallel approaches remain established on the respective approach, they are considered separated. If an aircraft penetrates the NTZ (see below), separation is no longer considered ensured, and DIR will instruct the pilot to perform a breakout.

For a breakout below 2500 ft, DIR informs TWR by voice, e.g. "Missed approach runway 01L, SAS123 is turning left".
For a breakout when the aircraft is on TWR frequency, the breakout procedure is delegated to TWR by DIR. DIR informs TWR by voice using the phrase "BREAKOUT (callsign)" (e.g. "BREAKOUT SAS123"). In this case TWR will give the breakout instruction, followed by a normal missed approach procedure.

Between the extended centerlines of the parallel approaches, a no transgression zone (NTZ) is established. In case an aircraft penetrates the NTZ, the conflicting aircraft on the adjacent parallel approach will be instructed to perform a breakout procedure, using the following phraseology:

BREAKOUT [Callsign]. TURN LEFT/RIGHT (immediately) HEADING XXX AND CLIMB TO XX FT.

Example: "BREAKOUT SAS123. Turn left heading 330 and climb to 2000 ft."

The breakout track must diverge from the final approach track by at least 30 degrees. Standard breakout headings are:

RWY 01L/R: 330/040
RWY 19L/R: 150/230

There is no standard altitude for breakouts as this will depend on traffic conditions. Consider altitudes between 1500 ft (MVA) and 4000 ft (delivery altitude to APP after missed approach).

Note: The breakout instruction is given to the aircraft on the parallel approach, not to the aircraft penetrating the NTZ.