Inflight intercept procedures

This element covers what to do if you're intercepted in flight. Most pilots will never see one, but the consequences of mishandling are extreme. The DPE may test the signals, the squawk codes, and the immediate-compliance principle.

Four signals from the interceptor (follow me / you may proceed / land here / land immediately). Four pilot actions (comply, contact, communicate, identify). Three transponder codes (7500 hijack, 7600 radio, 7700 emergency). Comply first; explain later.

When intercepts happen

The most common cause for a typical GA pilot: a TFR the pilot didn't check at the briefing. The TFR cluster covers four categories:

• Disaster or hazard areas §91.137 — issued via NOTAM around wildfires, accidents, and similar incidents
• Emergency air traffic rules §91.139 — broader emergency-condition restrictions
• Presidential and other parties §91.141 — VIP movements
• Space flight operations §91.143 — launch and recovery areas

Other intercept triggers:

• ADIZ entry without a filed flight plan or coordination Part 99
• DC FRZ penetration — Washington DC's Flight Restricted Zone (and the surrounding SFRA training requirement §91.161)
• Lost comm (NORDO) in security-sensitive airspace
• Suspected hijack (squawking 7500 or behavior matching the indicators)
• Unusual flight profile that triggers concern at NORAD

Standard interception signals

Per AIM 5-6-2, four signals from the interceptor. Recognition and acknowledgment are visual — radio contact happens after.

Signal 1 — You have been intercepted, follow me. Interceptor takes position on your left wing, rocks wings, and flashes nav and landing lights at irregular intervals. At night the flashing nav lights at irregular intervals is the primary cue. Acknowledge by rocking your wings (day) or flashing nav lights at irregular intervals (night). Establish radio contact on 121.5 (military guard 243.0).

Signal 2 — You may proceed. Interceptor performs an abrupt break-away maneuver, climbing 90° or more away from you. Resume your course.

Signal 3 — Land at this aerodrome. Interceptor circles the aerodrome with landing gear extended and lights on, overflies the runway. Lower your gear, show landing lights, follow, land.

Signal 4 — Land immediately. Interceptor fires red flares or other pyrotechnic signals. Land at the nearest airport — off-airport if necessary.

The four-step response

Per AIM 5-6-13: comply, contact, communicate, identify.

1. Comply with visual signals immediately. Rock wings if signaled "follow me," adjust course, slow down, do whatever they're directing.
2. Contact — try 121.5 (civilian guard) or 243.0 (military guard). "Center, Cessna 12345, am being intercepted, request immediate assistance."
3. Communicate — callsign, aircraft type, intentions.
4. Identify — squawk as directed, follow as directed.

What NOT to do:

• No sudden or evasive maneuvers — the interceptor may interpret as hostile
• Don't try to outrun — interceptors are faster than any GA aircraft
• Don't ignore signals — non-compliant aircraft have been shot down
• Don't argue — comply now, explain later

If you realize you're approaching or have entered a TFR before the interceptor arrives, self-report on 121.5 immediately: "I believe I may have entered TFR XYZ; my position is [coordinates], I am exiting on heading [X]." Self-reporting often converts an enforcement action into a pilot deviation report — still painful, but much less severe than the alternative.

Transponder codes

Per AIM 4-1-20, three emergency squawk codes that ATC sees immediately:

Code	Meaning	Mnemonic
7500	Hijacking / unlawful interference	75 hi-jack
7600	Lost communications (NORDO)	76 radio
7700	General emergency	77 emergency

In an intercept scenario:

• Lost-comm intercept — you should already be squawking 7600 from before the intercept (set when you lost comm)
• TFR-violation intercept with working radio — communicate on 121.5; don't arbitrarily change squawk
• Suspected-hijack intercept — 7500 was already set by whoever set the precondition; don't reset

The codes are notifications, not maneuvering tools. Use them when the situation calls for them; don't dial through them during a normal intercept.

Special airspace context

ADIZ procedures. Operating in or entering an Air Defense Identification Zone requires a filed flight plan before entry, two-way radio for position reporting, a functioning transponder with assigned code, and position reports at specified points Part 99. For VFR, the plan must be designated DVFR. ADIZ penetration without coordination is one of the more common civilian-intercept causes near coastal and border regions.

The DC FRZ. The Washington DC Flight Restricted Zone is roughly 13–15 NM around DCA — strict access only with specific authorization, discrete transponder code, ADS-B Out, and a filed flight plan even for VFR. Surrounding the FRZ is the larger Washington DC SFRA (Special Flight Rules Area). Operating under VFR within 60 NM of the DCA VOR/DME requires Special Awareness Training and a certificate of training completion §91.161. The training is free, online, and one-time — but if you operate in the area without it, the certificate inspection is the easy intercept-trigger evidence.

Worked example:

• Unintentional TFR entry — VIP movement near route. A NOTAM-FDC was issued 18 hours before departure for a Presidential movement §91.141. You missed it at briefing, departed, and now an F-16 has pulled up on your left wing rocking its wings. Sequence: (1) Comply — rock your wings back, slow down, follow heading the interceptor signals. (2) Contact 121.5: "Aircraft to my left, Cessna 12345, you have me intercepted. Request your intentions." The F-16 (or coordinating ATC) will respond. (3) Communicate callsign, aircraft type, that you're a Part 91 GA flight unaware of the TFR. (4) Identify — squawk discrete code if directed; follow vectors to a landing field. Expect a phone call from the FAA and possibly the Secret Service after landing. Self-report through 121.5 if you become aware BEFORE the interceptor arrives — the regulatory consequences differ between self-report (often a pilot deviation report) and intercept-after-incursion (often enforcement action).