2. The final monitor controller will have the
capability of overriding the tower controller on the
tower frequency.

3. Pilots will be instructed to contact the tower
frequency prior to the point where NTZ monitoring
begins.
4. Aircraft observed to overshoot the turn-on or

to continue on a track which will penetrate the NTZ
will be instructed to return to the correct final
approach course immediately. The final monitor
controller may cancel the approach clearance, and
issue missed approach or other instructions to the
deviating aircraft.
PHRASEOLOGY-
"(Aircraft call sign) YOU HAVE CROSSED THE FINAL
APPROACH COURSE. TURN (left/right)
IMMEDIATELY AND RETURN TO THE FINAL
APPROACH COURSE,"

or

"(aircraft call sign) TURN (left/right) AND RETURN TO
THE FINAL APPROACH COURSE."

5. If a deviating aircraft fails to respond to such
instructions or is observed penetrating the NTZ, the
aircraft on the adjacent final approach course (if
threatened), will be issued a breakout instruction.

PHRASEOLOGY-
"TRAFFIC ALERT (aircraft call sign) TURN (left/right)
IMMEDIATELY HEADING (degrees), (climb/descend)
AND MAINTAIN (altitude)."

6. Radar monitoring will automatically be
terminated when visual separation is applied, the
aircraft reports the approach lights or runway in sight,
or the aircraft is 1 mile or less from the runway
threshold. Final monitor controllers will not advise
pilots when radar monitoring is terminated.

NOTE-
Simultaneous independent approaches conducted to run-
ways spaced greater than 9,000 feet (or 9,200' at airports
above 5,000') do not require an NTZ. However, from a pi-
lot's perspective, the same alerts relative to deviating
aircraft will be provided by ATC as are provided when an
NTZ is being monitored. Pilots may not be aware as to
whether or not an NTZ is being monitored.