13.
Obtaining Emergency Assistance
13.1 A pilot in any distress or urgency condition should immediately take the following action, not necessarily in the order listed, to obtain assistance:
13.1.1 Climb, if possible, for improved communica-tions 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 Section 91.3(b).
13.1.2 If equipped with a radar beacon transponder (civil) or IFF/SIF (military):
13.1.2.1 Continue 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.
13.1.2.2 If unable to immediately establish commu-nications with an air traffic facility/agency, squawk Mode A/3, Code 7700/Emergency and Mode C.
13.1.2.3 Transmit 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.
13.1.3 After 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.
13.1.4 When in a distress condition with bailout, crash landing, or ditching imminent, take the following additional actions to assist search and rescue units:
13.1.4.1 Time and circumstances permitting, trans-mit 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.
13.1.4.2 Actuate your ELT if the installation permits.
13.1.4.3 For bailout, and for crash landing or ditching if risk of fire is not a consideration, set your radio for continuous transmission.
13.1.4.4 If 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.
13.2
After 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
14.1 Radar 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.
14.2 Experience 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 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:
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