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the pilot has the runway environment (runway,
approach lights, etc.) in sight. Navigational guidance
in azimuth and elevation is provided the pilot until the
aircraft reaches the published Decision Height (DH).
Advisory course and glidepath information is
furnished by the controller until the aircraft passes
over the landing threshold, at which point the pilot is
advised of any deviation from the runway centerline.
Radar service is automatically terminated upon
completion of the approach.
2. A SURVEILLANCE APPROACH (ASR)
is one in which a controller provides navigational
guidance in azimuth only. The pilot is furnished
headings to fly to align the aircraft with the extended
centerline of the landing runway. Since the radar
information used for a surveillance approach is
considerably less precise than that used for a
precision approach, the accuracy of the approach will
not be as great and higher minimums will apply.
Guidance in elevation is not possible but the pilot will
be advised when to commence descent to the
Minimum Descent Altitude (MDA) or, if appropriate,
to an intermediate step-down fix Minimum Crossing
Altitude and subsequently to the prescribed MDA. In
addition, the pilot will be advised of the location of
the Missed Approach Point (MAP) prescribed for the
procedure and the aircraft’s position each mile on
final from the runway, airport or heliport or MAP, as
appropriate. If requested by the pilot, recommended
altitudes will be issued at each mile, based on the
descent gradient established for the procedure, down
to the last mile that is at or above the MDA. Normally,
navigational guidance will be provided until the
aircraft reaches the MAP. Controllers will terminate
guidance and instruct the pilot to execute a missed
8/5/04 AIM
Arrival Procedures 5−4−29
approach unless at the MAP the pilot has the runway,
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-inspace
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
　
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