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13. Obtaining Emergency Assistance
13.1A pilot in any distress or urgency condition
should immediately take the following action, not
necessarily in the order listed, to obtain assistance:
13.1.1Climb, if possible, for improved communications
and better radar and direction finding detection.
However, it must be understood that unauthorized
climb or descent under IFR conditions within
CONTROLLED AIRSPACE is prohibited, except as
permitted by 14 CFR Section91.3(b).
13.1.2If equipped with a radar beacon transponder
(civil) or IFF/SIF (military):
13.1.2.1Continue squawking assigned Mode A/3
discrete code/VFR code and Mode C altitude
encoding when in radio contact with an air traffic
facility or other agency providing air traffic services,
unless instructed to do otherwise.
13.1.2.2If unable to immediately establish communications
with an air traffic facility/agency, squawk
Mode A/3, Code 7700/Emergency and Mode C.
13.1.2.3Transmit a distress or urgency message
consisting of as many as necessary of the following
elements, preferably in the order listed:
a)If distress, MAYDAY, MAYDAY, MAYDAY; if
urgency, PAN−PAN, PAN−PAN, PAN−PAN.
b)Name of station addressed.
c)Aircraft identification and type.
d)Nature of distress or urgency.
e)Weather.
f)Pilots intentions and request.
g)Present position, and heading; or if lost, last
known position, time, and heading since that
position.
h)Altitude or flight level.
i)Fuel remaining in minutes.
j)Number of people on board.
k)Any other useful information.
13.1.3After establishing radio contact, comply with
advice and instructions received. Cooperate. Do not
hesitate to ask questions or clarify instructions when
you do not understand or if you cannot comply with
clearances. Assist the ground station to control
communications on the frequency in use. Silence
interfering radio stations. Do not change frequency or
change to another ground station unless absolutely
necessary. If you do, advise the ground station of the
new frequency and station name prior to the change,
transmitting in the blind if necessary. If two−way
communications cannot be established on the
frequency, return immediately to the frequency or
station where two−way communications last existed.
AIP
United States of America
GEN 3.6−14
15 MAR 07
Nineteenth Edition Federal Aviation Administration
13.1.4When in a distress condition with bailout,
crash landing, or ditching imminent, take the
following additional actions to assist search and
rescue units:
13.1.4.1Time and circumstances permitting, transmit
as many as necessary of the message elements in
subparagraph 13.1.2.3 and any of the following you
think might be helpful:
a)ELT status.
b)Visible landmarks.
c)Aircraft color.
d)Number of persons on board.
e)Emergency equipment on board.
13.1.4.2Actuate your ELT if the installation permits.
13.1.4.3For bailout, and for crash landing or
ditching if risk of fire is not a consideration, set your
radio for continuous transmission.
13.1.4.4If it becomes necessary to ditch, make every
effort to ditch near a surface vessel. If time permits,
an FAA facility should be able to get the position of
the nearest commercial or Coast Guard vessel from a
Coast Guard Rescue Coordination Center.
13.2After a crash landing unless you have good
reason to believe that you will not be located by
search aircraft or ground teams, it is best to remain
with your aircraft and prepare means for signalling
search aircraft.
14. Radar Service for VFR Aircraft in
Difficulty
14.1Radar equipped air traffic control facilities can
provide radar assistance and navigation service
(vectors) to VFR aircraft in difficulty when the pilot
can talk with the controller, and the aircraft is within
radar coverage. Pilots should clearly understand that
authorization to proceed in accordance with such
radar navigational assistance does not constitute
authorization for the pilot to violate Federal Aviation
Regulations. In effect, assistance is provided on the
basis that navigational guidance information is
advisory in nature, and the responsibility for flying
the aircraft safely remains with the pilot.
14.2Experience has shown that many pilots who are
not qualified for instrument flight cannot maintain
control of their aircraft when they encounter clouds
or other reduced visibility conditions. In many cases,
the controller will not know whether flight into
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