AIM

4/3/14

5−4−36

Arrival Procedures

airport or heliport in sight or, for a helicopter

point−in−space approach, the prescribed visual

reference with the surface is established. Also, if, at

any time during the approach the controller considers

that safe guidance for the remainder of the approach

cannot be provided, the controller will terminate

guidance and instruct the pilot to execute a missed

approach. Similarly, guidance termination and

missed approach will be effected upon pilot request

and, for civil aircraft only, controllers may terminate

guidance when the pilot reports the runway,

airport/heliport or visual surface route

(point−in−space approach) in sight or otherwise

indicates that continued guidance is not required.

Radar service is automatically terminated at the

completion of a radar approach.

NOTE

−

1. The published MDA for straight

−in approaches will be

issued to the pilot before beginning descent. When a
surveillance approach will terminate in a circle

−to−land

maneuver, the pilot must furnish the aircraft approach
category to the controller. The controller will then provide
the pilot with the appropriate MDA.

2. ASR APPROACHES ARE NOT AVAILABLE WHEN
AN ATC FACILITY IS USING CENRAP.

3. A NO

−GYRO APPROACH is available to

a pilot under radar control who experiences

circumstances wherein the directional gyro or other

stabilized compass is inoperative or inaccurate.

When this occurs, the pilot should so advise ATC and

request a No−Gyro vector or approach. Pilots of

aircraft not equipped with a directional gyro or other

stabilized compass who desire radar handling may

also request a No−Gyro vector or approach. The pilot

should make all turns at standard rate and should

execute the turn immediately upon receipt of

instructions. For example, “TURN RIGHT,” “STOP

TURN.” When a surveillance or precision approach

is made, the pilot will be advised after the aircraft has

been turned onto final approach to make turns at half

standard rate.

5

−

4

−

12. Radar Monitoring of Instrument

Approaches

a.

PAR facilities operated by the FAA and the

military services at some joint−use (civil and

military) and military installations monitor aircraft

on instrument approaches and issue radar advisories

to the pilot when weather is below VFR minimums

(1,000 and 3), at night, or when requested by a pilot.

This service is provided only when the PAR Final

Approach Course coincides with the final approach

of the navigational aid and only during the

operational hours of the PAR. The radar advisories

serve only as a secondary aid since the pilot has

selected the navigational aid as the primary aid for the

approach.

b.

Prior to starting final approach, the pilot will be

advised of the frequency on which the advisories will

be transmitted. If, for any reason, radar advisories

cannot be furnished, the pilot will be so advised.

c.

Advisory information, derived from radar

observations, includes information on:

1.

Passing the final approach fix inbound

(nonprecision approach) or passing the outer marker

or fix used in lieu of the outer marker inbound

(precision approach).

NOTE

−

At this point, the pilot may be requested to report sighting
the approach lights or the runway.

2.

Trend advisories with respect to elevation

and/or azimuth radar position and movement will be

provided.

NOTE

−

Whenever the aircraft nears the PAR safety limit, the pilot
will be advised that the aircraft is well above or below the
glidepath or well left or right of course. Glidepath
information is given only to those aircraft executing a
precision approach, such as ILS or MLS. Altitude
information is not transmitted to aircraft executing other
than precision approaches because the descent portions of
these approaches generally do not coincide with the
depicted PAR glidepath. At locations where the MLS
glidepath and PAR glidepath are not coincidental, only
azimuth monitoring will be provided.