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equipped airports, DF instrument approaches may be
given to aircraft in a distress or urgency condition.
b. Experience has shown that most emergencies
requiring DF assistance involve pilots with little
flight experience. With this in mind, DF approach
procedures provide maximum flight stability in the
approach by using small turns, and wings-level
descents. The DF specialist will give the pilot
headings to fly and tell the pilot when to begin
descent.
c. DF IAPs are for emergency use only and will not
be used in IFR weather conditions unless the pilot has
declared a distress or urgency condition.
d. To become familiar with the procedures and
other benefits of DF, pilots are urged to request
practice DF guidance and approaches in VFR
weather conditions. DF specialists welcome the
practice and will honor such requests, workload
permitting.
AIM 2/19/04
6−2−2 Emergency Services Available to Pilots
6−2−4. Intercept and Escort
a. The concept of airborne intercept and escort is
based on the Search and Rescue (SAR) aircraft
establishing visual and/or electronic contact with an
aircraft in difficulty, providing in-flight 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.
b. If 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.
c. It 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 onto 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.
6−2−5. Emergency Locator Transmitter
(ELT)
a. General.
1. ELTs are required for most General Aviation
airplanes.
REFERENCE−
14 CFR SECTION 91.207.
2. ELTs of various types were developed as a
means of locating downed aircraft. These electronic,
battery operated transmitters operate on one of three
frequencies. These operating frequencies are
121.5 MHz, 243.0 MHz, and the newer 406 MHz.
ELTs operating on 121.5 MHz and 243.0 MHz are
analog devices. The newer 406 MHz ELT is a digital
transmitter that can be encoded with the owner’s
contact information or aircraft data. The latest
406 MHz ELT models can also be encoded with the
aircraft’s position data which can help SAR forces
locate the aircraft much more quickly after a crash.
The 406 MHz ELTs also transmits a stronger signal
when activated than the older 121.5 MHz ELTs.
(a) The Federal Communications Commission
(FCC) requires 406 MHz ELTs be registered
with the National Oceanic and Atmospheric
Administration (NOAA) as outlined in the ELTs
documentation. The FAA’s 406 MHz ELT Technical
Standard Order (TSO) TSO−C126 also requires that
each 406 MHz ELT be registered with NOAA. The
reason is NOAA maintains the owner registration
database for U.S. registered 406 MHz alerting
devices, which includes ELTs. NOAA also operates
the United States’ portion of the Cospas−Sarsat
satellite distress alerting system designed to detect
activated ELTs and other distress alerting devices.
(b) In the event that a properly registered
406 MHz ELT activates, the Cospas−Sarsat satellite
system can decode the owner’s information and
provide that data to the appropriate search and
rescue (SAR) center. In the United States, NOAA
provides the alert data to the appropriate U.S. Air
Force Rescue Coordination Center (RCC) or U.S.
Coast Guard Rescue Coordination Center. That RCC
can then telephone or contact the owner to verify the
status of the aircraft. If the aircraft is safely secured
　
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