descent to the Minimum Descent Altitude (MDA) or, if  appropriate, to an intermediate step-down fix Minimum  Crossing Altitude (MCA) and subsequently to the prescribed  MDA. In addition, the pilot is 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, heliport, or MAP, as appropriate.  If requested by the pilot, recommended altitudes are 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 is provided until the  aircraft reaches the MAP.  Radar service is automatically terminated at the completion  of a radar approach.  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. The pilot of an aircraft not equipped  with a directional gyro or other stabilized compass who  desires 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 is advised after the aircraft has been turned onto final  approach to make turns at half standard rate.  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 NAVAID as the primary aid for the approach.  Prior to starting final approach, the pilot is advised of the  frequency on which the advisories are transmitted. If, for  any reason, radar advisories cannot be furnished, the pilot  is so advised.  Advisory information, derived from radar observations,  includes information on:  Timed approaches from a holding fix are conducted when  many aircraft are waiting for an approach clearance. Although  the controller does not specifically state “timed approaches  are in progress,” the assigning of a time to depart the FAF  inbound (nonprecision approach), or the outer marker or fix  used in lieu of the outer marker inbound (precision approach),  indicates that timed approach procedures are being utilized. In lieu of holding, the controller may use radar vectors to the  final approach course to establish a distance between aircraft  that ensures the appropriate time sequence between the FAF  and outer marker or fix used in lieu of the outer marker and  the airport. Each pilot in the approach sequence is given  advance notice of the time they should leave the holding point  on approach to the airport. When a time to leave the holding  point is received, the pilot should adjust the flightpath in order  to leave the fix as closely as possible to the designated time. Timed approaches may be conducted when the following  conditions are met: Radar service is automatically terminated upon completion  of the approach.  [Figure 10-11] 2.  Trend advisories with respect to elevation and/or  azimuth radar position and movement are provided.  3.  If, after repeated advisories, the aircraft proceeds  outside the PAR safety limit or if a radical deviation  is observed, the pilot is advised to execute a missed  approach unless the prescribed visual reference with  the surface is established.  1.  A control tower is in operation at the airport where  the approaches are conducted. 2.  Direct communications are maintained between the  pilot and the Center or approach controller until the  pilot is instructed to contact the tower. 3.  If more than one MAP is available, none require a  course reversal. 4.  If only one MAP is available, the following conditions  are met: a)  Course reversal is not required; and b)  Reported ceiling and visibility are equal to or  greater than the highest prescribed circling  minimums for the IAP. 5.  When cleared for the approach, pilots should not  execute a procedure turn. 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).  Radar Monitoring of Instrument Approaches Timed Approaches From a Holding Fix 10-18