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MONITORING NOT AVAILABLE.
c. If conditions prevent continued monitor after
the aircraft is on final approach, advise the pilot. State
the reason and issue alternate procedures as
appropriate.
PHRASEOLOGY-
(Reason), RADAR MONITORING NOT AVAILABLE,
(alternative instructions).
NOTEApproach
monitoring is a vital service, but during the
approach, the controller acts primarily as a safety observer
and does not actually guide the aircraft. Loss of the radar
monitoring capability (and thus availability) is no reason
to terminate an otherwise good instrument approach.
Advise the pilot that radar contact has been lost (or other
reason as appropriate), that radar monitoring is not
available, and of actions for the pilot to take in either
proceeding with or breaking off the approach; i.e., contact
tower, remain on PAR frequency, etc.
5-13-3. MONITOR INFORMATION
When approaches are monitored, take the following
action:
a. Advise the pilot executing a nonprecision
approach that glidepath advisories are not provided.
Do this prior to the pilot beginning the final descent.
PHRASEOLOGYGLIDEPATH
ADVISORIES WILL NOT BE PROVIDED.
b. Inform the aircraft when passing the final
approach fix (nonprecision approaches) or when
passing the outer marker or the fix used in lieu of the
outer marker (precision approaches).
PHRASEOLOGYPASSING
(FIX).
c. Advise the pilot of glidepath trend information
(precision approaches) and course trend information
to indicate target position and movement with respect
to the elevation or azimuth cursor when the aircraft
target corresponds to a position of well above/below
the glidepath or well left/right of course and
whenever the aircraft exceeds the radar safety limits.
Repeat if no correction is observed.
EXAMPLECourse
trend information:
“(Ident), well right/left of P-A-R course, drifting further
right/left.”
Glidepath trend information:
“(Ident), well above/below P-A-R glidepath.”
REFERENCEFAAO
JO 7110.65, Para 5-12-4, Glidepath and Course Information.
JO 7110.65S 2/14/08
5-13-2 Use of PAR for Approach Monitoring- Terminal
d. If, after repeated advisories, the aircraft is
observed proceeding outside the safety limits or a
radical target deviation is observed, advise the
aircraft if unable to proceed visually, to execute a
missed approach. Issue a specific altitude and
heading if a procedure other than the published
missed approach is to be executed.
PHRASEOLOGY-
(Position with respect to course or glidepath). IF NOT
VISUAL, ADVISE YOU EXECUTE MISSED APPROACH
(alternative instructions).
e. Provide monitor information until the aircraft is
over the landing threshold or commences a circling
approach.
f. Provide azimuth monitoring only at locations
where the MLS glidepath and the PAR glidepath are
not coincidental.
REFERENCEFAAO
JO 7110.65, Para 5-1-13, Radar Service Termination.
2/14/08 JO 7110.65S
Automation- En Route 5-14-1
Section 14. Automation- En Route
5-14-1. CONFLICT ALERT (CA) AND
MODEC INTRUDER (MCI) ALERT
a. When a CA or MCI alert is displayed, evaluate
the reason for the alert without delay and take
appropriate action.
NOTEDARC
does not have CA/MCI alert capability.
REFERENCEFAAO
JO 7110.65, Para 2-1-6, Safety Alert.
b. If another controller is involved in the alert,
initiate coordination to ensure an effective course of
action. Coordination is not required when immediate
action is dictated.
c. Suppressing/Inhibiting CA/MCI alert.
1. The controller may suppress the display of a
CA/MCI alert from a control position with the
application of one of the following suppress/inhibit
computer functions:
(a) The Conflict Suppress (CO) function may
be used to suppress the CA/MCI display between
specific aircraft for a specific alert.
NOTESee
NAS-MD-678 for the EARTS conflict suppress
message.
(b) The Group Suppression (SG) function
shall be applied exclusively to inhibit the displaying
of alerts among military aircraft engaged in special
military operations where standard en route separation
criteria does not apply.
NOTESpecial
military operations where the SG function would
typically apply involve those activities where military
aircraft routinely operate in proximities to each other that
are less than standard en route separation criteria; i.e., air
refueling operations, ADC practice intercept operations,
etc.
2. The computer entry of a message suppressing
　
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