2. ASR approaches are not available when an ATC facility is using center radar arts presentation/ processing (CENRAP).
14.3.3
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.

15.
Radar Monitoring of Instrument Approaches

15.1 PAR facilities operated by the FAA and the military services at some joint.use (civil/military) and military installations monitor aircraft on instrument approaches and issue radar advisories to the pilot when weather is below VFR minimum (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.
15.2 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.
15.3 Advisory information, derived from radar observations, includes information on:
15.3.1 Passing the final approach fix inbound (nonprecision approach) or passing the outer marker or the fix used in lieu of the outer marker inbound (precision approach).
15.3.2 Trend advisories with respect to elevation and/or azimuth radar position and movement will be provided.
NOTE.
At this point, the pilot may be requested to report sighting the approach lights or the runway.
NOTE.
Whenever the aircraft nears the PAR safety limit, the pilot will be advised that he/she 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.
15.3.3 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 if not visual.
15.4
Radar service is automatically terminated upon completion of the approach.

16.
ILS Approach

16.1
Communications should be established with the appropriate FAA control tower or with the FAA FSS where there is no control tower, prior to starting an ILS approach. This is in order to receive advisory information as to the operation of the facility. It is also recommended that the aural signal of the ILS be monitored during an approach as to assure continued reception and receipt of advisory information, when available.

17.
ILS/MLS Approaches to Parallel Runways

17.1 ATC procedures permit ILS instrument ap-proach operations to dual or triple parallel runway configurations. ILS/MLS approaches to parallel runways are grouped into three classes: Parallel (dependent) ILS/MLS Approaches; Simultaneous Parallel (independent) ILS/MLS Approaches; and Simultaneous Close Parallel (independent) ILS Precision Runway Monitor (PRM) Approaches. (See FIG ENR 1.5.28.) The classification of a parallel runway approach procedure is dependent on adjacent parallel runway centerline separation, ATC proce-dures, and airport ATC radar monitoring and communications capabilities. At some airports one or more parallel localizer courses may be offset up to

Federal Aviation Administration Twentieth Edition
3 degrees. Offset localizer configurations result in loss of Category II capabilities and an increase in decision height (50 feet).
17.2 Parallel approach operations demand height-ened pilot situational awareness. A thorough Approach Procedure Chart review should be conducted with, as a minimum, emphasis on the following approach chart information: name and number of the approach, localizer frequency, inbound localizer/azimuth course, glide slope intercept altitude, decision height, missed approach instruc-tions, special notes/procedures, and the assigned runway location/proximity to adjacent runways. Pilots will be advised that simultaneous ILS/MLS or simultaneous close parallel ILS PRM approaches are in use. This information may be provided through the ATIS.
　
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