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Final Approach
Why? Why would the controller care why an airplane receiving only flight following began flying in circles?
Together for what? We're talking about flight following here, ATC has no responsibility for separation.
Flight following consists of traffic advisories and, if needed, safety alerts. You work with the controller by listening attentively, acknowledging transmissions, and reporting traffic in sight if you've not been told it's no longer a factor. The FAA makes it very clear that how a traffic conflict is resolved is the pilot's decision, not the controller's.
From Order JO 7110.65V Air Traffic Control:
2−1−6. SAFETY ALERT
Issue a safety alert to an aircraft if you are aware the aircraft is in a position/altitude that, in your judgment, places it in unsafe proximity to terrain, obstructions, or other aircraft. Once the pilot informs you action is being taken to resolve the situation, you may discontinue the issuance of further alerts. Do not assume that because someone else has responsibility for the aircraft that the unsafe situation has been observed and the safety alert issued; inform the appropriate controller.
NOTE−
1. The issuance of a safety alert is a first priority (see para 2−1−2, Duty Priority) once the controller observes and recognizes a situation of unsafe aircraft proximity to terrain, obstacles, or other aircraft. Conditions, such as workload, traffic volume, the quality/limitations of the radar system, and the available lead time to react are factors in determining whether it is reasonable for the controller to observe and recognize such situations. While a controller cannot see immediately the development of every situation where a safety alert must be issued, the controller must remain vigilant for such situations and issue a safety alert when the situation is recognized.
2. Recognition of situations of unsafe proximity may result from MSAW/E−MSAW/LAAS, automatic altitude readouts, Conflict/Mode C Intruder Alert, observations on a PAR scope, or pilot reports.
3. Once the alert is issued, it is solely the pilot’s prerogative to determine what course of action, if any, will be taken.
a. Terrain/Obstruction Alert. Immediately issue/ initiate an alert to an aircraft if you are aware the aircraft is at an altitude that, in your judgment, places it in unsafe proximity to terrain and/or obstructions. Issue the alert as follows:
PHRASEOLOGY−
LOW ALTITUDE ALERT (call sign),
CHECK YOUR ALTITUDE IMMEDIATELY.
and, if the aircraft is not yet on final approach,
THE (as appropriate) MEA/MVA/MOCA/MIA IN YOUR AREA IS (altitude),
REFERENCE−
P/CG Term − Final Approach − IFR
b. Aircraft Conflict/Mode C Intruder Alert. Immediately issue/initiate an alert to an aircraft if you are aware of another aircraft at an altitude that you believe places them in unsafe proximity. If feasible, offer the pilot an alternate course of action. When an alternate course of action is given, end the transmission with the word “immediately.”
PHRASEOLOGY−
TRAFFIC ALERT (call sign) (position of aircraft) ADVISE YOU TURN LEFT/RIGHT (heading),
and/or
CLIMB/DESCEND (specific altitude if appropriate) IMMEDIATELY.
EXAMPLE−
“Traffic Alert, Cessna Three Four Juliet, advise you turn left immediately.”
or
“Traffic Alert, Cessna Three−Four Juliet, advise you turn left and climb immediately.”
REFERENCE−
FAAO JO 7110.65, Para 5−14−1, Conflict Alert (CA) and Mode C
Intruder (MCI) Alert.
FAAO JO 7110.65, Para 5−14−2, En Route Minimum Safe Altitude
Warning (E−MSAW).
FAAO JO 7110.65, Para 5−15−6, CA/MCI.
FAAO JO 7110.65, Para 5−2−23, Altitude Filters.
2−1−21. TRAFFIC ADVISORIES
Unless an aircraft is operating within Class A airspace or omission is requested by the pilot, issue traffic advisories to all aircraft (IFR or VFR) on your frequency when, in your judgment, their proximity may diminish to less than the applicable separation minima. Where no separation minima applies, such as for VFR aircraft outside of Class B/Class C airspace, or a TRSA, issue traffic advisories to those aircraft on your frequency when in your judgment their proximity warrants it. Provide this service as follows:
a. To radar identified aircraft:
1. Azimuth from aircraft in terms of the 12−hour clock, or
2. When rapidly maneuvering aircraft prevent accurate issuance of traffic as in 1 above, specify the direction from an aircraft’s position in terms of the eight cardinal compass points (N, NE, E, SE, S, SW, W, and NW). This method must be terminated at the pilot’s request.
3. Distance from aircraft in miles.
4. Direction in which traffic is proceeding and/or relative movement of traffic.
NOTE−
Relative movement includes closing, converging, parallel same direction, opposite direction, diverging, overtaking, crossing left to right, crossing right to left.
5. If known, type of aircraft and altitude.
REFERENCE−
FAAO JO 7110.65, Para 2−4−21, Description of Aircraft Types.
PHRASEOLOGY−
TRAFFIC, (number) O’CLOCK,
or when appropriate,
(direction) (number) MILES, (direction)−BOUND and/or (relative movement),
and if known,
(type of aircraft and altitude).
or
When appropriate,
(type of aircraft and relative position), (number of feet) FEET ABOVE/BELOW YOU.
If altitude is unknown,
ALTITUDE UNKNOWN.
EXAMPLE−
“Traffic, eleven o’clock, one zero miles, southbound,
converging, Boeing Seven Twenty Seven, one seven
thousand.”
“Traffic, twelve o’clock, one five miles, opposite direction,
altitude unknown.”
“Traffic, ten o’clock, one two miles, southeast bound,
one thousand feet below you.”
6. When requested by the pilot, issue radar vectors to assist in avoiding the traffic, provided the aircraft to be vectored is within your area of jurisdiction or coordination has been effected with the sector/facility in whose area the aircraft is operating.
7. If unable to provide vector service, inform the pilot.
REFERENCE−
FAAO JO 7110.65, Para 2−1−18, Operational Requests.
8. Inform the pilot of the following when traffic you have issued is not reported in sight:
(a) The traffic is no factor.
(b) The traffic is no longer depicted on radar.
PHRASEOLOGY−
TRAFFIC NO FACTOR/NO LONGER OBSERVED,
or
(number) O’CLOCK TRAFFIC NO FACTOR/NO LONGER OBSERVED,
or
(direction) TRAFFIC NO FACTOR/NO LONGER OBSERVED.
b. To aircraft that are not radar identified:
1. Distance and direction from fix.
2. Direction in which traffic is proceeding.
3. If known, type of aircraft and altitude.
4. ETA over the fix the aircraft is approaching, if appropriate.
PHRASEOLOGY−
TRAFFIC, (number) MILES/MINUTES (direction) OF (airport or fix), (direction)−BOUND,
and if known,
(type of aircraft and altitude),
ESTIMATED (fix) (time),
or
TRAFFIC, NUMEROUS AIRCRAFT VICINITY (location).
If altitude is unknown,
ALTITUDE UNKNOWN.
EXAMPLE−
“Traffic, one zero miles east of Forsythe V−O−R,
Southbound, M−D Eighty, descending to one six
thousand.”
“Traffic, reported one zero miles west of Downey V−O−R,
northbound, Apache, altitude unknown, estimated Joliet
V−O−R one three one five.”
“Traffic, eight minutes west of Chicago Heights V−O−R,
westbound, Mooney, eight thousand, estimated Joliet
V−O−R two zero three five.”
“Traffic, numerous aircraft, vicinity of Delia airport.”
c. For aircraft displaying Mode C, not radar identified, issue indicated altitude.
EXAMPLE−
“Traffic, one o’clock, six miles, eastbound, altitude indicates six thousand five hundred.”
REFERENCE−
FAAO JO 7110.65, Para 3−1−6, Traffic Information.
FAAO JO 7110.65, Para 7−2−1, Visual Separation.
FAAO JO 7110.65, Para 7−6−10, VFR Departure Information.
This, at that 20 mile point; "Cherokee 123, radar contact lost, squawk 1200, good day."
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