SOIA approaches ( ILS-PRM and LDA-PRM )are not promulgated just by the FAA. They are in use in Sydney, Australia as well and these type of approaches have been available for a few years.
Sorry to have appeared 'vitriolic', but the original post had a question as a header, but no question in the post itself. What is the problem with these types of approaches? I do not understand the need for "s-turns" following a LDA-PRM approach.
For airline operation, SOIA's require mandatory training, preferably simulator based, and careful reading of the requirements in the airfield plates (Jeppesens). With his reference to HUD and ADS-B, I suspect Keith may be GA -orientated, as airline use of both is some years away yet. It is in use in Australia( but not compulsory), apparently being introduced in the U.S. this year and has a provisional date for Europe as 2015.
Personally, I find SOIA's a logical use of resources to maximise approach flows, especially where airports cannot expand geographically to cope with the increase in air traffic.