AIM  7110.65R CHG 2 AIM 8/15/19 3/15/07 1/30/20 as in (a) above, specify the direction from an aircraft’s position in terms of the eight cardinal compass points (N, NE, E, SE, S, SW, W, NW). This method must be terminated at the pilot’s request. (c) Distance from the aircraft in nautical miles; (d) Direction in which the target is proceed- ing; and (e) Type of aircraft and altitude if known. EXAMPLE − Traffic 10 o’clock, 3 miles, west-bound (type aircraft and altitude, if known, of the observed traffic). The altitude may be known, by means of Mode C, but not verified with the pilot for accuracy. (To be valid for separation purposes by ATC, the accuracy of Mode C readouts must be verified. This is usually accomplished upon initial entry into the radar system by a comparison of the readout to pilot stated altitude, or the field elevation in the case of continuous readout being received from an aircraft on the airport.) When necessary to issue traffic advisories containing unverified altitude information, the controller will issue the indicated altitude of the aircraft. The pilot may upon receipt of traffic information, request a vector (heading) to avoid such traffic. The vector will be provided to the extent possible as determined by the controller provided the aircraft to be vectored is within the airspace under the jurisdiction of the controller. 2. Not radar identified (a) Distance and direction with respect to a fix; (b) Direction in which the target is proceed- ing; and (c) Type of aircraft and altitude if known. EXAMPLE − Traffic 8 miles south of the airport northeast − bound, (type aircraft and altitude if known). FIG 4 − 1 − 1 Induced Error in Position of Traffic TRACK (A) (B) WIND TRACK EXAMPLE − In FIG 4 − 1 1 traffic information would be issued to the pilot of aircraft “A” as 12 o’clock. The actual position of the traffic as seen by the pilot of aircraft “A” would be 2 o’clock. T raffic information issued to aircraft “B” would also be given as 12 o’clock, but in this case, the pilot of “B” would see the traffic at 10 o’clock. FIG 4 − 1 − 2 Induced Error in Position of Traffic TRACK (C) (D) WIND TRACK EXAMPLE − In FIG 4 − 1 2 traffic information would be issued to the pilot of aircraft “C” as 2 o’clock. The actual position of the traffic as seen by the pilot of aircraft “C” would be 3 o’clock. T raffic information issued to aircraft “D” would be at an 11 o’clock position.  Since it is not necessary for the pilot of aircraft “D” to apply wind correction (crab) to remain on track, the actual position of the traffic issued would be correct. Since the radar controller can only observe aircraft track (course) on the radar display, traffic advisories are issued accordingly, and pilots should give due consideration to this fact when looking for reported traffic. 4 − 1 − 16. Safety Alert A safety alert will be issued to pilots of aircraft being controlled by ATC if the controller is aware the aircraft is at an altitude which, in the controller’s judgment, places the aircraft in unsafe proximity to terrain, obstructions or other aircraft. The provision of this service is contingent upon the capability of the controller to have an awareness of a situation involving unsafe proximity to terrain, obstructions and uncontrolled aircraft. The issuance of a safety alert cannot be mandated, but it can be expected on a d. The examples depicted in the following figures point out the possible error in the position of this traffic when it is necessary for a pilot to apply drift correction to maintain this track. This error could also occur in the event a change in course is made at the time radar traffic information is issued. Services Available to Pilots 4 − 1 − 10