PROTECTION OF PERSONS AND PROPERTY
An aircraft shall not be operated in a negligent or reckless manner so as to endanger life or property of others.
Except when necessary for take-off or landing, or except by permission from the appropriate authority, aircraft shall not be flown over the congested areas of cities, towns or settlements or over an open-air assembly of persons, unless at such a height as will permit, in the event of an emergency, arising, a landing to be made without undue hazard to persons or property on the surface (refer to OM Part A; Chapter 8 for minimum flight altitudes).
Aircraft shall not be flown in a prohibited area or in a restricted area, the particulars of which have been duly published, except in accordance with the conditions of the restrictions or by permission of the state over whose territory the areas are established.
It is important that vigilance for the purpose of detecting potential collisions be not relaxed on board an aircraft in flight, regardless of the type of flight or the class of airspace in which the aircraft is operating and while operation on the movement area of an aerodrome.
An aircraft shall not be operated in such proximity to other aircraft as to create a collision hazard. Also, aircraft shall not be flown information except by pre-arrangement.
Right of Way and Avoidance of Collision
The aircraft that has the right-of-way shall maintain its heading and speed, but nothing in these rules shall relieve the Commander of an aircraft from the responsibility of taking such action as will best avert collision.
When two aircraft are approaching head-on or approximately so and there is danger of collision, each shall alter its heading to the right.
When two aircraft are converging at approximately the same level, the aircraft that has the other on its right shall give way, except as follows:
• Power-driven heavier-than-air aircraft shall give way to airships, gliders and balloons;
• Power-driven aircraft shall give way to aircraft which are seen to be towing other aircraft or objects.
Overtaking aircraft is an aircraft that approaching another from the rear on a line forming an angle of fewer than 70 degrees with the plane of symmetry of the latter, i.e. is in such a position with reference to the other aircraft that at night it should be unable to see either of the aircraft's left or right navigation lights.
An aircraft that is being overtaken has the right-of-way and the overtaking aircraft, whether climbing, descending or in horizontal flight, shall keep out of the way of the other aircraft by altering its heading to the right, and no subsequent change in the relative positions of the two aircraft shall absolve the overtaking aircraft from this obligation until it is entirely past and clear.
An aircraft in flight, or operating on the ground, shall give way to aircraft landing or in the final stages of an approach to land.
When two or more heavier-than-air aircraft are approaching an aerodrome for the purpose of landing, aircraft at the higher level shall give way to aircraft at the lower level, but the latter shall not take advantage of this rule to cut in front of another which is in the final stages of an approach to land, or to overtake that aircraft. Nevertheless, power-driven heavier-than-air aircraft shall give way to gliders.
An aircraft that is aware that another is compelled to land shall give way to that aircraft. An aircraft taxiing on the manoeuvring area of an aerodrome shall give way to aircraft taking off or about to take-off. In case of danger of collision between two aircraft taxiing on the movement area of an aerodrome the following shall apply:
• When two aircraft are approaching head on, or approximately so, each shall stop or where practicable alter its course to the right so as to keep well clear;
• When two aircraft are on a converging course, the one which has the other on its right shall give way;
• An aircraft which is being overtaken by another aircraft shall have the right-of-way and the overtaking aircraft shall keep well clear of the other aircraft.
An aircraft taxiing on the manoeuvring area shall stop and hold at all taxi-holding positions unless otherwise authorised by the aerodrome control tower.
An aircraft taxiing on the manoeuvring area shall stop and hold at all lighted stop bars and may proceed further when the lights are switched off.
Lights to be displayed by the Aircraft
From sunset to sunrise or during any other period which may be prescribed by the appropriate authority all aircraft in flight shall display:
• Anti-collision lights intended to attract attention to the aircraft; and
• Navigation lights intended to indicate the relative path of the aircraft to an observer and other lights shall not be displayed if they are likely to be mistaken of these lights.
From sunset to sunrise or during any other period prescribed by the appropriate authority:
• All aircraft moving on the movement area of an aerodrome shall display navigation lights intended to indicate the relative path of the aircraft to an observer and other lights shall not be displayed if they are likely to be mistaken for these lights;
• Unless stationary and otherwise adequately illuminated, all aircraft on the movement area of an aerodrome shall display lights intended to indicate the extremities of their structure:
• All aircraft operating on the movement area of an aerodrome shall display lights intended to attract attention to the aircraft; and
• All aircraft on the movement area of an aerodrome whose engines are running shall display lights which indicate that fact.
Regardless of the daytime, all aircraft on the movement area shall operate the anticollision light prior starting the engines until the engines are switched off.
Unlawful Interference
An aircraft which is being subjected to unlawful interference shall endeavour to notify the appropriate ATS unit of this fact, any significant circumstances associated therewith and any deviation from the current flight plan necessitated by the circumstances, in order to enable the ATS unit to give priority to the aircraft and to minimise conflict with other aircraft.
The following procedures are intended as guidance for use by aircraft when unlawful interference occurs and the aircraft is unable to notify an ATS unit of this fact. If the Commander cannot proceed to an aerodrome, he should attempt to continue flying on the assigned track and at the assigned cruising level at least until able to notify an ATS unit or until within radar coverage.
When an aircraft subjected to an act of unlawful interference must depart from its assigned track or its assigned cruising level without being able to make radiotelephony contact with ATS, the Commander should, whenever possible:
• Attempt to broadcast warnings on the VHF channel in use or the VHF emergency frequency, and other appropriate channels, unless considerations aboard the aircraft dictate otherwise. Other equipment such as on-board transponders and data links should also be used when it is advantageous to do so and circumstances permit, and
• Proceed in accordance with applicable special procedures for in-flight contingencies, where such procedures have been established and promulgated;
• If no applicable regional procedures have been established, proceed at a level which differs from the cruising levels normally used for IFR flight by:
- 150m (500ft) in an area where a vertical separation minimum of 300m (1000ft) is applied; or
- 300m (1000ft) in an area where a vertical separation minimum of 600m (2000ft) is applied;
• Try to set transponder to mode 7500 unless circumstances warrant the use of code 7700.
Interception
To achieve the uniformity in regulations which is necessary for the safety of navigation of civil aircraft ICAO contracting states shall establish the following principles when developing regulations and administrative directives:
• Interception of civil aircraft will be undertaken only as a last resort;
• If undertaken, an interception will be limited to determine the identity of the aircraft, unless it is necessary to return the aircraft to its planned track, direct it beyond the boundaries of national airspaces, guide it away from a prohibited, restricted or danger area or instruct it to land at a designated airport;
• Practice interception of civil aircraft will not be undertaken;
• Navigational guidance and related information will be given to an intercepted aircraft by radiotelephony, whenever radio contact can be established;
• In a case where an intercepted civil aircraft is required to land in the territory overflow, the airport designated for the landing is to be suitable for the safe landing of the aircraft-type concerned.
Note: Contracting states have recognised that every state must refrain from resorting to the use of weapons against civil aircraft in flight.
Approach Phase
The intercepted aircraft will be approached from the stern. In general 2 interceptor aircraft will be deployed to execute the identification. Flight leader and wingman will coordinate their individual position with a ground control unit. A safe vertical and horizontal separation between the interceptor and intercepted aircraft will be maintained at all times.
Identification Phase
The intercepted aircraft should expect to visually acquire the lead interceptor and possibly the wingman provided that VMC conditions are at present. The flight leader may initiate a gentle closure toward the intercepted aircraft, stopping at a distance not closer than absolutely necessary to obtain the information needed.
During IMC and at darkness identification of unknown aircraft will be by type only.
Post-Intercept Phase
After completion of identification, the flight leader will turn away from the intercepted aircraft. The wingman will remain well clear and accomplish a rejoin with the leader.
Action by Intercepted Aircraft
The intercepted aircraft shall immediately:
• Follow the instructions given by the intercepting aircraft, interpreting and responding to visual signals;
• Notify the appropriate air traffic service unit;
• Attempt to establish radio communication with the intercepting aircraft or with the appropriate intercept control unit, by making a general call on the emergency frequency 121.500 MHz, giving the identity of the intercepted aircraft and nature of flight;
• Squawk A7700.
If any instructions received by radio from any sources conflict with those given by the intercepting aircraft by visual signals or radio, the intercepted aircraft shall request immediate clarification while continuing to comply with the visual/radio instructions given by the intercepting aircraft.
Communication
If communication in a common language is not possible, attempts shall be made to convey essential information and acknowledgement of instructions by using the following phrases (transmitted twice):
Except when necessary for take-off or landing, or except by permission from the appropriate authority, aircraft shall not be flown over the congested areas of cities, towns or settlements or over an open-air assembly of persons, unless at such a height as will permit, in the event of an emergency, arising, a landing to be made without undue hazard to persons or property on the surface (refer to OM Part A; Chapter 8 for minimum flight altitudes).
Aircraft shall not be flown in a prohibited area or in a restricted area, the particulars of which have been duly published, except in accordance with the conditions of the restrictions or by permission of the state over whose territory the areas are established.
It is important that vigilance for the purpose of detecting potential collisions be not relaxed on board an aircraft in flight, regardless of the type of flight or the class of airspace in which the aircraft is operating and while operation on the movement area of an aerodrome.
An aircraft shall not be operated in such proximity to other aircraft as to create a collision hazard. Also, aircraft shall not be flown information except by pre-arrangement.
Right of Way and Avoidance of Collision
The aircraft that has the right-of-way shall maintain its heading and speed, but nothing in these rules shall relieve the Commander of an aircraft from the responsibility of taking such action as will best avert collision.
When two aircraft are approaching head-on or approximately so and there is danger of collision, each shall alter its heading to the right.
When two aircraft are converging at approximately the same level, the aircraft that has the other on its right shall give way, except as follows:
• Power-driven heavier-than-air aircraft shall give way to airships, gliders and balloons;
• Power-driven aircraft shall give way to aircraft which are seen to be towing other aircraft or objects.
Overtaking aircraft is an aircraft that approaching another from the rear on a line forming an angle of fewer than 70 degrees with the plane of symmetry of the latter, i.e. is in such a position with reference to the other aircraft that at night it should be unable to see either of the aircraft's left or right navigation lights.
An aircraft that is being overtaken has the right-of-way and the overtaking aircraft, whether climbing, descending or in horizontal flight, shall keep out of the way of the other aircraft by altering its heading to the right, and no subsequent change in the relative positions of the two aircraft shall absolve the overtaking aircraft from this obligation until it is entirely past and clear.
An aircraft in flight, or operating on the ground, shall give way to aircraft landing or in the final stages of an approach to land.
When two or more heavier-than-air aircraft are approaching an aerodrome for the purpose of landing, aircraft at the higher level shall give way to aircraft at the lower level, but the latter shall not take advantage of this rule to cut in front of another which is in the final stages of an approach to land, or to overtake that aircraft. Nevertheless, power-driven heavier-than-air aircraft shall give way to gliders.
An aircraft that is aware that another is compelled to land shall give way to that aircraft. An aircraft taxiing on the manoeuvring area of an aerodrome shall give way to aircraft taking off or about to take-off. In case of danger of collision between two aircraft taxiing on the movement area of an aerodrome the following shall apply:
• When two aircraft are approaching head on, or approximately so, each shall stop or where practicable alter its course to the right so as to keep well clear;
• When two aircraft are on a converging course, the one which has the other on its right shall give way;
• An aircraft which is being overtaken by another aircraft shall have the right-of-way and the overtaking aircraft shall keep well clear of the other aircraft.
An aircraft taxiing on the manoeuvring area shall stop and hold at all taxi-holding positions unless otherwise authorised by the aerodrome control tower.
An aircraft taxiing on the manoeuvring area shall stop and hold at all lighted stop bars and may proceed further when the lights are switched off.
Lights to be displayed by the Aircraft
From sunset to sunrise or during any other period which may be prescribed by the appropriate authority all aircraft in flight shall display:
• Anti-collision lights intended to attract attention to the aircraft; and
• Navigation lights intended to indicate the relative path of the aircraft to an observer and other lights shall not be displayed if they are likely to be mistaken of these lights.
From sunset to sunrise or during any other period prescribed by the appropriate authority:
• All aircraft moving on the movement area of an aerodrome shall display navigation lights intended to indicate the relative path of the aircraft to an observer and other lights shall not be displayed if they are likely to be mistaken for these lights;
• Unless stationary and otherwise adequately illuminated, all aircraft on the movement area of an aerodrome shall display lights intended to indicate the extremities of their structure:
• All aircraft operating on the movement area of an aerodrome shall display lights intended to attract attention to the aircraft; and
• All aircraft on the movement area of an aerodrome whose engines are running shall display lights which indicate that fact.
Regardless of the daytime, all aircraft on the movement area shall operate the anticollision light prior starting the engines until the engines are switched off.
Unlawful Interference
An aircraft which is being subjected to unlawful interference shall endeavour to notify the appropriate ATS unit of this fact, any significant circumstances associated therewith and any deviation from the current flight plan necessitated by the circumstances, in order to enable the ATS unit to give priority to the aircraft and to minimise conflict with other aircraft.
The following procedures are intended as guidance for use by aircraft when unlawful interference occurs and the aircraft is unable to notify an ATS unit of this fact. If the Commander cannot proceed to an aerodrome, he should attempt to continue flying on the assigned track and at the assigned cruising level at least until able to notify an ATS unit or until within radar coverage.
When an aircraft subjected to an act of unlawful interference must depart from its assigned track or its assigned cruising level without being able to make radiotelephony contact with ATS, the Commander should, whenever possible:
• Attempt to broadcast warnings on the VHF channel in use or the VHF emergency frequency, and other appropriate channels, unless considerations aboard the aircraft dictate otherwise. Other equipment such as on-board transponders and data links should also be used when it is advantageous to do so and circumstances permit, and
• Proceed in accordance with applicable special procedures for in-flight contingencies, where such procedures have been established and promulgated;
• If no applicable regional procedures have been established, proceed at a level which differs from the cruising levels normally used for IFR flight by:
- 150m (500ft) in an area where a vertical separation minimum of 300m (1000ft) is applied; or
- 300m (1000ft) in an area where a vertical separation minimum of 600m (2000ft) is applied;
• Try to set transponder to mode 7500 unless circumstances warrant the use of code 7700.
Interception
To achieve the uniformity in regulations which is necessary for the safety of navigation of civil aircraft ICAO contracting states shall establish the following principles when developing regulations and administrative directives:
• Interception of civil aircraft will be undertaken only as a last resort;
• If undertaken, an interception will be limited to determine the identity of the aircraft, unless it is necessary to return the aircraft to its planned track, direct it beyond the boundaries of national airspaces, guide it away from a prohibited, restricted or danger area or instruct it to land at a designated airport;
• Practice interception of civil aircraft will not be undertaken;
• Navigational guidance and related information will be given to an intercepted aircraft by radiotelephony, whenever radio contact can be established;
• In a case where an intercepted civil aircraft is required to land in the territory overflow, the airport designated for the landing is to be suitable for the safe landing of the aircraft-type concerned.
Note: Contracting states have recognised that every state must refrain from resorting to the use of weapons against civil aircraft in flight.
Approach Phase
The intercepted aircraft will be approached from the stern. In general 2 interceptor aircraft will be deployed to execute the identification. Flight leader and wingman will coordinate their individual position with a ground control unit. A safe vertical and horizontal separation between the interceptor and intercepted aircraft will be maintained at all times.
Identification Phase
The intercepted aircraft should expect to visually acquire the lead interceptor and possibly the wingman provided that VMC conditions are at present. The flight leader may initiate a gentle closure toward the intercepted aircraft, stopping at a distance not closer than absolutely necessary to obtain the information needed.
During IMC and at darkness identification of unknown aircraft will be by type only.
Post-Intercept Phase
After completion of identification, the flight leader will turn away from the intercepted aircraft. The wingman will remain well clear and accomplish a rejoin with the leader.
Action by Intercepted Aircraft
The intercepted aircraft shall immediately:
• Follow the instructions given by the intercepting aircraft, interpreting and responding to visual signals;
• Notify the appropriate air traffic service unit;
• Attempt to establish radio communication with the intercepting aircraft or with the appropriate intercept control unit, by making a general call on the emergency frequency 121.500 MHz, giving the identity of the intercepted aircraft and nature of flight;
• Squawk A7700.
If any instructions received by radio from any sources conflict with those given by the intercepting aircraft by visual signals or radio, the intercepted aircraft shall request immediate clarification while continuing to comply with the visual/radio instructions given by the intercepting aircraft.
Communication
If communication in a common language is not possible, attempts shall be made to convey essential information and acknowledgement of instructions by using the following phrases (transmitted twice):
PROTECTION OF PERSONS AND PROPERTY
Reviewed by Aviation Lesson
on
10:00 PM
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Reviewed by Aviation Lesson
on
10:00 PM
Rating:
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