Real-World Intercepts

Even though 9/11 was two over decades ago, the prospect of getting intercepted tends to get some pilots excited. The FAA has multiple sources on its website, and the subject is covered in the Aeronautical Information Manual (AIM) and is in two Advanced Aircrew Academy eLearning modules. Why all the fuss? Because airplanes are still viewed as a threat. So, let's talk about getting intercepted.

Some pilots think if you wander into a terminal area Temporary Flight Restriction (TFR) without clearance, you'll be intercepted. Most TFRs do not warrant an airborne fighter cover, so the chances of an intercept in that circumstance are slim. The more likely result will be a call from the FAA a few days later. Of course, maintaining your IFR clearance and talking to ATC should prevent this debacle in the first place. Another way to protect your pilot certificate is to simply ask Approach Control if the TFR is still active if you near it. (Notice a trend? Talk to ATC.)

The more likely intercept scenario is at the end of an oceanic crossing where you are re-entering radar control. The crew might have a gross navigational error due to fat-fingering a clearance or having an outdated database. Good CRM and SOPs should prevent that; however, simply looking outside – remember pilotage? – and matching ground references to what should be on the chart or approach procedure will give you a warm fuzzy.

What is it like to be intercepted? I can attest that it can raise your blood pressure – I was intercepted about 20 times while I was flying reconnaissance missions in the military. I can't tell you when, where, or why - only that the interceptor aircraft were not US-registered and English was not the pilots' first language.

Just like in the training modules, interceptors come in pairs – the leader will typically show up abeam the PIC's window while the wingman remains behind you about ¼ mile. Be assured, you were identified by your registration number, ADS-B, and transponder at least 2-3 minutes prior to the leader showing up on your wing. At this point, the interceptors' objective is to distinguish whether you are in distress or a threat. HINT: the correct answer is always "distress."

Interceptor pilots tend not to be vegetarians, so don't poke them by demonstrating an Emergency Descent or Steep Turn – it will not result in a positive outcome. The safest way to conclude an intercept is by keeping the autopilot engaged and demonstrate that you are a professional pilot by calmly communicating on 121.5. With apologies to the FAA, you'll probably get your light signals wrong in the excitement. And, vigorously rocking your wings might be seen as a hostile gesture while also causing your passengers to vomit.

Conjure up your best radio voice and slowly tell the interceptor pilot who you are, your issue(s), and your intentions. They will talk to their handlers on a UHF frequency, and after a minute or two, the leader will be directive about what you will do. Be predictable. Roll slowly to standard rate bank angle during turns. Maintain speed and altitude unless told otherwise. Expect the interceptor to stay nearby until you leave their airspace or they are recalled.

One final note – discretely take pictures. They are worth a round or two at the bar.