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instrument conditions will result from his/her
instructions. To avoid possible hazards resulting from
being vectored into IFR conditions, a pilot in
difficulty should keep the controller advised of the
weather conditions in which he/she is operating and
the weather along the course ahead, and observe the
following:
14.2.1If a course of action is available which will
permit flight and a safe landing in VFR weather
conditions, noninstrument rated pilots should choose
the VFR condition rather than requesting a vector or
approach that will take them into IFR weather
conditions; or
14.2.2If continued flight in VFR conditions is not
possible, the noninstrument rated pilot should so
advise the controller and indicating the lack of an
instrument rating, declare a distress condition.
14.2.3If the pilot is instrument rated and current, and
the aircraft is instrument equipped, the pilot should so
indicate by requesting an IFR flight clearance.
Assistance will then be provided on the basis that the
aircraft can operate safely in IFR weather conditions.
15. Direction Finding Instrument Approach
Procedure
15.1Direction finding (DF) equipment has long
been used to locate lost aircraft and to guide aircraft
to areas of good weather or to airports; and now at
most DF equipped airports, DF instrument approaches
may be given to aircraft in emergency.
15.2Experience has shown that a majority of actual
emergencies requiring DF assistance involve pilots
with a minimum of flight experience. With this in
mind, DF approach procedures provide maximum
flight stability in the approach by utilizing small
turns, and descents in a wings level attitude. The DF
specialist will give the pilot headings to fly and tell
the pilot when to begin descent.
15.3DF instrument approach procedures are for
emergency use only and will not be given to IFR
weather conditions unless the pilot has declared an
emergency.
15.4To become familiar with the procedures and
other benefits of DF, pilots are urged to request
practice guidance and approaches in VFR weather
conditions. DF specialists welcome the practice and,
workload permitting, will honor such requests.
AIP
United States of America
GEN 3.6−15
15 MAR 07
Federal Aviation Administration Nineteenth Edition
16. Intercept and Escort
16.1The concept of airborne intercept and escort is
based on the SAR aircraft establishing visual and/or
electronic contact with an aircraft in difficulty,
providing inflight assistance, and escorting it to a safe
landing. If bailout, crash landing or ditching becomes
necessary, SAR operations can be conducted without
delay. For most incidents, particularly those
occurring at night and/or during instrument flight
conditions, the availability of intercept and escort
services will depend on the proximity of SAR units
with suitable aircraft on alert for immediate dispatch.
In limited circumstances, other aircraft flying in the
vicinity of an aircraft in difficulty can provide these
services.
16.2If specifically requested by a pilot in difficulty
or if a distress condition is declared, SAR
coordinators will take steps to intercept and escort an
aircraft. Steps may be initiated for intercept and
escort if an urgency condition is declared and unusual
circumstances make such action advisable.
16.3It is the pilot’s prerogative to refuse intercept
and escort services. Escort services will normally be
provided to the nearest adequate airport. Should the
pilot receiving escort services continue on to another
location after reaching a safe airport, or decide not to
divert to the nearest safe airport, the escort aircraft is
not obligated to continue and further escort is
discretionary. The decision will depend on the
circumstances of the individual incident.
17. Visual Emergency Signals
NOTE−
See FIG GEN 3.6−1 through FIG GEN 3.6−17.
18. Ditching Procedures
18.1In order to select a proper ditching course for an
aircraft, a basic knowledge of sea evaluation and
other factors involved is required. Selection of the
ditching heading may well determine the difference
between survival and disaster.
(See FIG GEN 3.6−18, FIG GEN 3.6−19,
FIG GEN 3.6−20, and FIG GEN 3.6−21).
18.2Common Oceanographic Terminology:
18.2.1Sea.The condition of the surface that is the
result of both waves and swells.
18.2.2Wave (or Chop).The condition of the
surface caused by local winds.
18.2.3Swell.The condition of the surface which
　
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