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-
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.

3. NO-GYRO Approach. This 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. 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.

3. If, after repeated advisories, the aircraft proceeds outside the PAR safety limit or if a radical deviation
is observed, the pilot will be advised to execute a missed approach unless the prescribed visual reference with
the surface is established.
d. Radar service is automatically terminated upon completion of the approach.

5-4-38

Arrival Procedures