INTERNATIONAL STANDARDS

RULES OF THE AIR

ANNEX 2
TO THE CONVENTION ON INTERNATIONAL CIVIL
AVIATION

NINTH EDITION — JULY 1990

This edition incorporates all amendments adopted by the Council prior

to 13 March 1990 and supersedes, on 14 November 1991, all previous
editions of Annex 2.

For information regarding the application of the Standards,

see Foreword.

INTERNATIONAL CIVIL AVIATION

ORGANIZATION
 AMENDMENTS

The issue of amendments is announced regularly in the ICAO Journal and in the
monthly Supplement to the Catalogue of ICAO Publications and Audio-visual
Training Aids, which holders of this publication should consult. The space below
is provided to keep a record of such amendments.

RECORD OF AMENDMENTS AND CORRIGENDA

AMENDMENTS CORRIGENDA

Date Date Entered Date Date Entered

No. applicable entered by No. of issue entered by

1-29 Incorporated in this edition 1 Incorporated in this edition

30 11/11/93 — ICAO 2 Did not affect the English version

31 10/11/94 — ICAO 3 Did not affect the English version

Effective date
32 — ICAO 4 25/10/01 — ICAO
19/2/96
33 6/11/97 — ICAO 5 30/11/01 — ICAO

34 5/11/98 — ICAO

35 4/11/99 — ICAO

36 1/11/01 — ICAO

(ii)
TABLE OF CONTENTS

Page Page
FOREWORD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (v) APPENDIX 1. Signals. . . . . . . . . . . . . . . . . . . . . . . . . . 21

CHAPTER 1. Definitions . . . . . . . . . . . . . . . . . . . . . . . 1 1. Distress and urgency signals . . . . . . . . . . . . . . . . 21

2. Signals for use in the event of
CHAPTER 2. Applicability of the rules of the air . . . 6 interception. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
3. Visual signals used to warn an
2.1 Territorial application of the rules of the air . . . 6 unauthorized aircraft flying in,
2.2 Compliance with the rules of the air . . . . . . . . . 6 or about to enter a restricted,
2.3 Responsibility for compliance with the prohibited or danger area. . . . . . . . . . . . . . . . . . . 23
rules of the air . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 4. Signals for aerodrome traffic. . . . . . . . . . . . . . . . 23
2.4 Authority of pilot-in-command of an aircraft . . 6 5. Marshalling signals . . . . . . . . . . . . . . . . . . . . . . . 26
2.5 Problematic use of psychoactive substances . . . 6
APPENDIX 2. Interception of civil aircraft . . . . . . . . . 30
CHAPTER 3. General rules . . . . . . . . . . . . . . . . . . . . . 7
1. Principles to be observed by States . . . . . . . . . . 30
3.1 Protection of persons and property. . . . . . . . . . . 7 2. Action by intercepted aircraft . . . . . . . . . . . . . . . 30
3.2 Avoidance of collisions. . . . . . . . . . . . . . . . . . . . 8 3. Radiocommunication during
3.3 Flight plans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 interception. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
3.4 Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
3.5 Time. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 APPENDIX 3. Tables of cruising levels . . . . . . . . . . . 32
3.6 Air traffic control service . . . . . . . . . . . . . . . . . . 12
3.7 Unlawful interference . . . . . . . . . . . . . . . . . . . . . 14 APPENDIX 4. Unmanned free balloons . . . . . . . . . . . 33
3.8 Interception . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
3.9 VMC visibility and distance from 1. Classification of unmanned free balloons . . . . . . 33
cloud minima. . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 2. General operating rules . . . . . . . . . . . . . . . . . . . . 33
3. Operating limitations and equipment
CHAPTER 4. Visual flight rules . . . . . . . . . . . . . . . . . 17 requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
4. Termination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
CHAPTER 5. Instrument flight rules . . . . . . . . . . . . . . 18 5. Flight notification. . . . . . . . . . . . . . . . . . . . . . . . . 35
6. Position recording and reports. . . . . . . . . . . . . . . 36
5.1 Rules applicable to all IFR flights . . . . . . . . . . . 18
5.2 Rules applicable to IFR flights within
controlled airspace . . . . . . . . . . . . . . . . . . . . . . . 18 ATTACHMENT A. Interception of civil aircraft. . . . . 37
5.3 Rules applicable to IFR flights outside
controlled airspace . . . . . . . . . . . . . . . . . . . . . . . 18 ATTACHMENT B. Unlawful interference . . . . . . . . . 41

ANNEX 2 (iii) 4/11/99

No. 35
 FOREWORD

Historical background On 15 November 1972, when adopting Amendment 14 to

Annex 2 relating to authority over aircraft operating over the
In October 1945, the Rules of the Air and Air Traffic Control high seas, the Council emphasized that the Amendment was
(RAC) Division at its first session made recommendations for intended solely to improve safety of flight and to ensure
Standards, Practices and Procedures for the Rules of the adequate provision of air traffic services over the high seas.
Air. These were reviewed by the then Air Navigation The Amendment in no way affects the legal jurisdiction of
Committee and approved by the Council on 25 February States of Registry over their aircraft or the responsibility of
1946. They were published as “Recommendations for Contracting States under Article 12 of the Convention for
Standards, Practices and Procedures — Rules of the Air” in enforcing the Rules of the Air.
the first part of Doc 2010, published in February 1946.

The RAC Division, at its second session in December

1946-January 1947, reviewed Doc 2010 and proposed
Standards and Recommended Practices for the Rules of the Action by Contracting States
Air. These were adopted by the Council as Standards and
Rec- ommended Practices relating to Rules of the Air on 15 Notification of differences. The attention of Contracting States
April is drawn to the obligation imposed by Article 38 of the
1948, pursuant to Article 37 of the Convention on International Convention by which Contracting States are required to notify
Civil Aviation (Chicago, 1944) and designated as Annex 2 to the Organization of any differences between their national
the Convention with the title “International Standards and regulations and practices and the International
Recommended Practices — Rules of the Air”. They Standards contained in this Annex and any amendments
became effective on 15 September 1948. thereto. Con- tracting States are invited to keep the
Organization currently informed of any differences which
On 27 November 1951, the Council adopted a complete may subsequently occur, or of the withdrawal of any
new text of the Annex, which no longer contained Rec- differences previously notified. Contracting States are also
ommended Practices. The Standards of the amended Annex 2 invited to notify the Organization of any differences
(Amendment 1) became effective on 1 April 1952 and appli- between their national regulations and practices and the
cable on 1 September 1952. special recommendations contained in Attachment A to
this Annex. A specific request for notifi- cation of
Table A shows the origin of subsequent amendments differences will be sent to Contracting States immediately
together with a list of the principal subjects involved and the after the adoption of each amendment to this Annex.
dates on which the amendments were adopted by the Council,
when they became effective and when they became applicable. Attention of States is also drawn to the provisions of
Annex 15 related to the publication of differences between
their national regulations and practices and the related ICAO
Applicability Standards and Recommended Practices through the
Aeronautical Information Service, in addition to the obligation
The Standards in this document, together with the of States under Article 38 of the Convention.
Standards and Recommended Practices of Annex 11, govern
the appli- cation of the “Procedures for Air Navigation Promulgation of information. Information relating to the
Services — Rules of the Air and Air Traffic Services” applicability of national rules and procedures, and changes
and the “Regional Supplementary Procedures — Rules of thereto, established according to the Standards specified in this
the Air and Air Traffic Services”, in which latter document Annex shall be notified in accordance with Annex 15.
will be found subsidiary procedures of regional application.
Use of the text of the Annex in national regulations.
Flight over the high seas. It should be noted that the The Council, on 13 April 1948, adopted a resolution
Council resolved, in adopting Annex 2 in April 1948 and inviting the attention of Contracting States to the
Amendment 1 to the said Annex in November 1951, that the desirability of using in their own national regulations, as
Annex constitutes Rules relating to the flight and manoeuvre far as practicable, the precise language of those ICAO
of aircraft within the meaning of Article 12 of the Standards that are of a regulatory character and also of
Convention. Over the high seas, therefore, these rules indicating departures from the Standards, including any
apply without exception. additional national regulations

ANNEX 2 (v) 14/11/91

Annex 2 — Rules of the Forewor
Air d
that were important for the safety or regularity of air 2. — Material approved by the Council for publication in
navigation. Wherever possible, the provisions of this association with the Standards and Recommended Practices:
Annex have been written in such a way as would facilitate
incorporation, without major textual changes, into national a) Forewords comprising historical and
legislation. explanatory material based on the action of the
Council and including an explanation of the
obligations of States with regard to the application
of the Standards and Recommended Practices
ensuing from the Con- vention and the
Status of Annex components Resolution of Adoption.

An Annex is made up of the following component parts, not b) Introductions comprising explanatory material
all of which, however, are necessarily found in every introduced at the beginning of parts, chapters or
Annex; they have the status indicated: sections of the Annex to assist in the understanding
of the application of the text.
1. — Material comprising the Annex proper:
c) Notes included in the text, where appropriate, to give
factual information or references bearing on
a) Standards and Recommended Practices adopted
the Standards or Recommended Practices in
by the Council under the provisions of the
question, but not constituting part of the
Convention. They are defined as follows:
Standards or Recommended Practices.
Standard. Any specification for physical character- d) Attachments comprising material supplementary to
istics, configuration, matériel, performance, the Standards and Recommended Practices, or
personnel or procedure, the uniform application of included as a guide to their application.
which is recognized as necessary for the safety
or regularity of international air navigation and
to which Contracting States will conform in
accordance with the Convention; in the event of Selection of language
impossibility of compliance, notification to the
Council is com- pulsory under Article 38. This Annex has been adopted in six languages —
English, Arabic, Chinese, French, Russian and Spanish.
Recommended Practice. Any specification for Each Con- tracting State is requested to select one of those
physical characteristics, configuration, matériel, texts for the purpose of national implementation and for
performance, personnel or procedure, the uniform other effects provided for in the Convention, either through
application of which is recognized as desirable in the direct use or through translation into its own national
interests of safety, regularity or efficiency of language, and to notify the Organization accordingly.
inter- national air navigation, and to which
Contracting States will endeavour to conform in
accordance with the Convention.
Editorial practices
b) Appendices comprising material grouped
separately for convenience but forming part of the The following practice has been adhered to in order to indicate
Standards and Recommended Practices adopted at a glance the status of each statement: Standards have been
by the Council. printed in light face roman; Notes have been printed in light
face italics, the status being indicated by the prefix Note.
c) Definitions of terms used in the Standards and Rec- There are no Recommended Practices in Annex 2.
ommended Practices which are not self-
explanatory in that they do not have accepted The units of measurement used in this document are in
dictionary meanings. A definition does not have an accordance with the International System of Units (SI) as
independent status but is an essential part of each specified in Annex 5 to the Convention on International Civil
Standard and Recommended Practice in which the Aviation. Where Annex 5 permits the use of non-SI alternative
term is used, since a change in the meaning of units these are shown in parentheses following the basic units.
the term would affect the specification. Where two sets of units are quoted it must not be assumed that
the pairs of values are equal and interchangeable. It may,
d) Tables and Figures which add to or illustrate a however, be inferred that an equivalent level of safety is
Standard or Recommended Practice and which achieved when either set of units is used exclusively.
are referred to therein, form part of the
associated Standard or Recommended Practice Any reference to a portion of this document which is
and have the same status. identified by a number includes all subdivisions of the portion.
Forewor Annex 2 — Rules of the Air
d

19/2/96 (vi)
14/11/91
No. 32
Table A. Amendments to Annex 2
 Adopted/approved
Effective
Amendment Source(s) Subject(s) Applicable

1st Edition RAC Division, Standards and Recommended Practices — Rules of the Air. 15 April 1948
(1948) Second Session 15 September 1948
(1947) —

1 RAC Division, Complete revision and rearrangement of the Annex. 27 November 1951
(2nd Edition) Fourth Session (1950) 1 April 1952
1 September 1952

2 RAC Committee Radiocommunication failure procedures; flight plan. 17 November 1953

of the European- 1 April 1954
Mediterranean 1 September 1954
Region
Fourth Special
Meeting (1952)

3 Second Definitions and terminology; VFR flight outside controlled airspace; 11 May 1956
(3rd Edition) Air Navigation distress and urgency signals; signals for aerodrome traffic; marshalling 15 September 1956
Conference (1955) signals. 1 December 1956

4 Air Navigation Guidance material on the application of the definitions of danger area; 14 November 1958
Commission prohibited area and restricted area. —
—

5 RAC/SAR Divisions Definitions; prohibition of VFR flights at night within controlled airspace; 8 December 1959
(4th Edition) Meeting (1958); avoidance of collisions; flight plans; visual and instrument flight rules; 1 May 1960
Air Navigation SELCAL; marshalling signals. 1 August 1960
Commission

6 RAC/SAR Divisions VFR flight; table of cruising levels; aircraft navigation lights. 13 December 1961
Meeting (1958); 1 April 1962
Airworthiness 1 July 1962
Committee, Fourth
Meeting (1960)

7 Fourth North Application of table of cruising levels in polar areas. 27 June 1962
Atlantic Regional 1 November 1962
Air Navigation 1 December 1962
Meeting (1961)

8 RAC/OPS Divisional Definitions; provisions regarding flight level and altitudes; submission 29 November 1965
(5th Edition) Meeting (1963); of flight plans; establishment of a single table of VFR criteria; prohibition 29 March 1966
Air Navigation of VFR flights at night in uncontrolled airspace and above FL 200; 25 August 1966
Commission communications for IFR flights outside controlled airspace; replacement
of quadrantal table of cruising levels by a semi-circular table; vertical
separation above FL 290.

9 Air Navigation Guidance material; excerpts from the International Regulations for 29 November 1965
Commission Preventing Collisions at Sea. —
—

10 Air Traffic Control Flight plans; deletion of guidance material regarding the 7 June 1967
Automation Panel International Regulations for Preventing Collisions at Sea and of the 5 October 1967
(ATCAP), Fifth associated application Standard. 8 February 1968
Meeting (1966);
Air Navigation
Commission

(vii) 14/11/91
 Adopted/approved
Effective
Amendment Source(s) Subject(s) Applicable

11 Fifth Air Navigation Air traffic services reporting office; marshalling signals. 23 January 1969
Conference (1967) 23 May 1969
18 September 1969

12 Sixth Air Navigation Definitions; minimum heights/levels; controlled VFR flights; 25 May 1970
(6th Edition) Conference (1969) new terminology for designating controlled airspace. 25 September 1970
4 February 1971

13 Limited European- Radiocommunication failure procedures; unserviceability markings on 24 March 1972

Mediterranean manoeuvring areas. 24 July 1972
(RAC/COM) 7 December 1972
Regional Air Navigation
Meeting (1969);
Air Navigation
Commission

14 Air Navigation Authority over aircraft operating over the high seas. 15 November 1972
Commission 15 March 1973
16 August 1973

15 Air Traffic Control Repetitive flight plans. 13 December 1972

Automation Panel 13 April 1973
(ATCAP), Fifth Meeting 16 August 1973
(1966)

16 Seventh Note relating to SSR Mode C transmission of pressure-altitude. 23 March 1973

Air Navigation —
Conference (1972) 23 May 1974

17 Council action in Practices to be followed in the event that an aircraft is being subjected to 7 December 1973
pursuance of Assembly unlawful interference. 7 April 1974
Resolutions A17-10 and 23 May 1974
A18-10

18 Air Navigation Radiocommunication failure procedures; Note concerning lease, charter 8 April 1974
Commission and interchange of aircraft. 8 August 1974
27 February 1975

19 Technical Panel on Action by an aircraft which is being intercepted; visual signals for use in 4 February 1975
Supersonic Transport the event of interception; guidance material to assist States in eliminating 4 June 1975
Operations (SSTP), or reducing interceptions; provision relating to flight at transonic and 9 October 1975
Fourth Meeting (1973); supersonic speeds; changes to reflect the concept of cruise climbs.
Air Navigation
Commission

20 Air Navigation Time-keeping accuracy in ATS units and on board aircraft; use of SSR 7 April 1976
Commission code 7500 in the event of unlawful interference. 7 August 1976
30 December 1976

21 Ninth Air Navigation Definitions relating to change-over points and transition altitudes; 7 December 1977
Conference (1976) requirement for aircraft to adhere to the centre line of ATS routes 7 April 1978
and to comply with change-over points; cruising levels; flight plans 10 August 1978
and position reports; alignment of the definition of flight level with
that in Annex 3 and Annex 10, Volume II.

14/11/91 (viii)
 Adopted/approved
Effective
Amendment Source(s) Subject(s) Applicable

22 Air Navigation Unmanned free balloons; estimated time of arrival. 2 March 1981
Commission 2 July 1981
26 November 1981

23 Air Navigation Interception of civil aircraft. 1 April 1981

(7th Edition) Commission 1 August 1981
26 November 1981

24 Air Navigation Aircraft exterior lights. 19 March 1982

Commission 19 July 1982
25 November 1982

25 Air Navigation Definitions relating to height, instrument approach procedure, 21 March 1983
Commission; AGA manoeuvring and movement area, taxiing, and taxiway; use of the 29 July 1983
Divisional Meeting (1981) phrase “HIJACK” in the event of interception of civil aircraft; note 24 November 1983
regarding lease, charter or interchange of aircraft; provisions related to
surface movement of aircraft and taxiing; series 2 signals used by
helicopters in the event of interception; units of measurement.

26 ATS Data Acquisition, Definitions; contents of flight plans; repetitive flight plans; ATS data 22 June 1984
Processing and Transfer interchange; pronunciations to be used by intercepting aircraft; 22 October 1984
Panel, Third Meeting alignment of the radiotelephony urgency signal with Annex 10, 21 November 1985
(1981); Air Navigation Volume II; Co-ordinated Universal Time (UTC).
Commission

27 Council; Air Navigation Identification and interception of civil aircraft. 10 March 1986
(8th Edition) Commission 27 July 1986
20 November 1986

28 Air Navigation Definition of “apron”; special procedures for use during unlawful 16 March 1987
Commission interference. 27 July 1987
19 November 1987

29 Visual Flight Rules Operation of aircraft in mixed VFR/IFR environments; surface 12 March 1990
(9th Edition) Operations Panel, Third movement of aircraft and surface movement guidance and control; 30 July 1990
Meeting (1986); acts of unlawful interference; helicopters as intercepting aircraft. 14 November 1991
Secretariat; Visual Aids
Panel, Eleventh Meeting
(1987); Air Navigation
Commission; amendments
consequential to adoption
of amendments to
Annex 6

30 Secondary Surveillance Definitions; airborne collision avoidance system (ACAS). 26 February 1993
Radar Improvements and 26 July 1993
Collision Avoidance 11 November 1993
Systems Panel, Fourth
Meeting (SICASP/4)
(1989)

31 Review of the General Definitions; air-taxiing; separation between aircraft; formation flights 18 March 1994
Concept of Separation by civil aircraft in controlled airspace; automatic dependent 25 July 1994
Panel, Seventh Meeting surveillance 10 November 1994
(1990); Air Navigation
Commission; Automatic
Dependent Surveillance
Panel, Second Meeting
(1992)

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Annex 2 — Rules of the Air Foreword

1/11/01 (x)
No. 36
 Adopted/approved
Effective
Amendment Source(s) Subject(s) Applicable

32 Air Navigation Note related to carriage requirements of airborne collision avoidance 19 February 1996
Commission systems. 19 February 1996
—

33 Air Navigation Communication failure procedures. 26 February 1997

Commission 21 July 1997
6 November 1997

34 Automatic Dependent Definitions; automatic dependent surveillance systems and procedures; data 19 March 1998
Surveillance Panel, Fourth interchange between automated ATS systems; ATS applications for air-ground 20 July 1998
Meeting (1996); Review of data links; problematic use of psychoactive substances. 5 November 1998
the General Concept of
Separation Panel,
Ninth Meeting (1996);
consequential to
Amendment 162 to
Annex 1

35 Air Navigation ATS airspace classifications; visual meteorological conditions clearance; 10 March 1999
Commission; Visual runway-holding position. 19 July 1999
Aids Panel, Thirteenth 4 November 1999
Meeting (1997)

36 Consequential as a Revised definitions of “air traffic control unit”, “approach control unit”, 12 March 2001
result of Amendment 40 to “alternate aerodrome” “flight crew member”, “pilot-in-command” and 16 July 2001
Annex 11; Amendments 23 “visibility”; editorial amendments. 1 November 2001
and 25 to Annex 6, Part I;
Amendments 20 and 7 to
Annex 6, Parts II and III,
respectively; and
Amendment 72 to Annex 3

14/11/91
No. 34
 INTERNATIONAL STANDARDS

CHAPTER 1. DEFINITIONS

Note.— Throughout the text of this document the term Aerodrome control tower. A unit established to provide
“service” is used as an abstract noun to designate functions, air traffic control service to aerodrome traffic.
or service rendered; the term “unit” is used to designate
a collective body performing a service. Aerodrome traffic. All traffic on the manoeuvring area of an
aerodrome and all aircraft flying in the vicinity of an
When the following terms are used in the International aerodrome.
Standards for Rules of the Air, they have the following
meanings: Note.— An aircraft is in the vicinity of an aerodrome when
it is in, entering or leaving an aerodrome traffic circuit.
Acrobatic flight. Manoeuvres intentionally performed by an
Aerodrome traffic zone. An airspace of defined
aircraft involving an abrupt change in its attitude,
dimensions established around an aerodrome for the
an abnormal attitude, or an abnormal variation in speed.
protection of aerodrome traffic.
ADS agreement. An ADS reporting plan which establishes the Aeronautical Information Publication (AIP). A publication
conditions of ADS data reporting (i.e. data required by the issued by or with the authority of a State and
air traffic services unit and frequency of ADS reports which containing aeronautical information of a lasting character
have to be agreed to prior to the provision of the essential to air navigation.
ADS services).
Aeronautical station. A land station in the aeronautical mobile
Note.— The terms of the agreement will be exchanged service. In certain instances, an aeronautical station may be
between the ground system and the aircraft by means of located, for example, on board ship or on a platform at sea.
a contract, or a series of contracts.
Aeroplane. A power-driven heavier-than-air aircraft, deriving
its lift in flight chiefly from aerodynamic reactions on
ADS contract. A means by which the terms of an ADS
surfaces which remain fixed under given conditions of
agreement will be exchanged between the ground
flight.
system and the aircraft, specifying under what
conditions ADS reports would be initiated, and what Airborne collision avoidance system (ACAS). An aircraft
data would be contained in the reports. system based on secondary surveillance radar (SSR)
transponder signals which operates independently of
Note.— The term “ADS contract” is a generic ground-based equipment to provide advice to the pilot
term meaning variously, ADS event contract, ADS demand on potential conflicting aircraft that are equipped with
contract, ADS periodic contract or an emergency SSR transponders.
mode. Ground forwarding of ADS reports may be
implemented between ground systems. Aircraft. Any machine that can derive support in the
atmosphere from the reactions of the air other than the
Advisory airspace. An airspace of defined dimensions, or reactions of the air against the earth’s surface.
designated route, within which air traffic advisory
service is available. Air-ground control radio station. An aeronautical
telecommunication station having primary responsibility
Advisory route. A designated route along which air traffic for handling communications pertaining to the operation
advisory service is available. and control of aircraft in a given area.

Air-taxiing. Movement of a helicopter/VTOL above the

Aerodrome. A defined area on land or water (including
surface of an aerodrome, normally in ground effect and at
any buildings, installations and equipment) intended to be
a ground speed normally less than 37 km/h (20 kt).
used either wholly or in part for the arrival, departure
and surface movement of aircraft. Note.— The actual height may vary, and some helicopters
may require air-taxiing above 8 m (25 ft) AGL to reduce
Aerodrome control service. Air traffic control service for ground effect turbulence or provide clearance for
aerodrome traffic. cargo slingloads.

ANNEX 2 1 5/11/98
Annex 2 — Rules of the Air Chapter
1

1/11/01 2
No. 36
Chapter Annex 2 — Rules of the
1 Air

Air traffic. All aircraft flow of air traffic. generic term meaning Airway. A control area or
in flight or variously, air traffic portion thereof
operating on the Air traffic control unit. control unit, flight established in the form
manoeuvring area of an A generic term information centre or of a corridor.
aerodrome. meaning variously, air traffic services
area control centre, reporting office. Alerting service. A
Air traffic advisory approach control unit service provided to
service. A service or aerodrome control notify appropriate
provided within tower. organizations
advisory airspace to regarding aircraft in
ensure separation, in so Air traffic service. A need of search and
far as practical, between generic term meaning rescue aid, and assist
aircraft which are variously, flight such organizations as
operating on IFR flight information service, required.
plans. alerting service, air
traffic advisory Alternate aerodrome. An
Air traffic control service, air traffic aerodrome to which an
clearance. control service (area aircraft may proceed
Authorization for an control service, when it becomes either
aircraft to proceed approach control impossible or
under conditions service or aerodrome inadvisable to proceed
specified by an air control service). to or to land at the
traffic control unit. aerodrome of intended
Air traffic services landing. Alternate
Note 1.— For airspaces. aerodromes include the
convenience, the term Airspaces of following:
“air traffic control defined dimensions,
clearance” is frequently alphabetically
abbreviated to Take-off alternate. An
designated, within
“clearance” when used in alternate aerodrome at
which specific types
appropriate contexts. which an aircraft can
of flights may
land should this become
operate and for which
Note 2.— The necessary shortly after
air traffic services and
abbreviated term take-off and it is not
rules of operation are
“clearance” may be possible to use the
specified.
prefixed by the words aerodrome of
“taxi”, “take-off”, Note.— ATS airspaces departure.
“departure”, “en route”, are classified as Class
“approach” or “landing” A to G. En-route alternate. An
to indicate the particular aerodrome at which
portion of flight to Air traffic services an aircraft would be
which the air traffic reporting office. A unit able to land after
control clearance relates. established for the experiencing an
purpose of receiving abnormal or emergency
Air traffic control service. reports concerning air condition while en
A service provided for traffic services and route.
the purpose of: flight plans submitted
before departure. ETOPS en-route
a) preventing alternate. A suitable
collisions: Note.— An air traffic and appropriate
services reporting office alternate aerodrome at
1) between aircraft, which an aeroplane
may be established as a
and would be able to land
separate unit or
2) on the combined with an after experiencing an
manoeuvring existing unit, such as engine shut-down or
area between another air traffic other abnormal or
aircraft and services unit, or a unit of emergency condition
obstructions, and the aeronautical while en route in an
information service. ETOPS operation.
b) expediting and
maintaining an orderly Air traffic services unit. A 3 Destination 1/11/01
alternate.
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5/11/98
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 Annex 2 — Rules of the Air Chapter
1
An alternate aerodrome
to which an aircraft may
proceed should it
become either
impossible or inadvisable
to land at the aerodrome
of intended landing.

Note.— The aerodrome

from which a flight
departs may also be an en-
route or a destination
alternate aerodrome for
that flight.

Altitude. The vertical

distance of a level, a
point or an object
considered as a point,
measured from mean
sea level (MSL).

Approach control service.

Air traffic control
service for arriving or
departing controlled
flights.

Approach control unit. A

unit established to
provide air traffic control
service to controlled
flights arriving at, or
departing from, one or
more aerodromes.

Appropriate ATS authority.

The relevant authority
designated by the State
responsible for providing
air traffic services in the
airspace concerned.

Appropriate authority.

a) Regarding flight
over the high seas:
The relevant
authority of the State
of Registry.

b) Regarding flight
other than over the
high seas: The
relevant authority of
the State having
sovereignty over the
territory being
overflown.
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3 1/11/01
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Annex 2 — Rules of the Air Chapter
1

Apron. A defined area, position- fixing indicates that air traffic Controlled airspace. An
on a land aerodrome, systems, including control service is provided airspace of defined
intended to aircraft identification, to aerodrome traffic but dimensions within
accommodate aircraft four- dimensional does not necessarily imply which air traffic
for purposes of loading position and additional that a control zone exists. control service is
or unloading data as appropriate. provided in accordance
passengers, mail or with the airspace
cargo, fuelling, parking Ceiling. The height above classification.
or maintenance. the ground or water of
the base of the lowest Note.— Controlled
Area control centre. A layer of cloud below 6 airspace is a generic term
unit established to 000 metres (20 000 feet) which covers ATS
provide air traffic covering more than half airspace Classes A, B,
control service to the sky. C, D and E as
controlled flights in described in Annex 11,
control areas under its Change-over point. The 2.6.
jurisdiction. point at which an aircraft
navigating on an ATS Controlled flight. Any
Area control service. Air route segment defined flight which is subject
traffic control service by reference to very high to an air traffic control
for controlled flights in frequency clearance.
control areas. omnidirectional radio
ranges is expected to Controller-pilot data
ATS route. A specified transfer its primary link communications
route designed for navigational reference (CPDLC). A means
channelling the flow of from the facility behind of communication
traffic as necessary for the aircraft to the next between controller
the provision of air facility ahead of the and pilot, using data
traffic services. aircraft. link for ATC
communications.
Note 1.— The term Note.— Change-over
“ATS route” is used to points are established to Control zone. A
mean variously, airway, provide the optimum controlled airspace
advisory route, balance in respect of extending upwards
controlled or signal strength and from the surface of the
uncontrolled route, quality between facilities earth to a specified
arrival or departure route, at all levels to be used upper limit.
etc. and to ensure a common
source of azimuth guidance
Cruise climb. An
Note 2.— An ATS for all aircraft operating
aeroplane cruising
route is defined by route along the same portion of
technique resulting in
specifications which a route segment.
a net increase in
include an ATS route
altitude as the
designator, the track to Clearance limit. The point
aeroplane mass
or from significant points to which an aircraft is
decreases.
(way-points), distance granted an air traffic
between significant points, control clearance.
Cruising level. A level
reporting requirements
maintained during a
and, as determined by Control area. A controlled
significant portion of a
the appropriate ATS airspace extending
flight.
authority, the lowest safe upwards from a specified
altitude. limit above the earth.
Current flight plan. The
Automatic dependent Controlled aerodrome. An flight plan, including
surveillance (ADS). aerodrome at which air changes, if any, brought
A surveillance traffic control service is about by subsequent
technique in which provided to aerodrome clearances.
aircraft automatically traffic.
provide, via a data link, Danger area. An airspace
data derived from on- Note.— The term of defined dimensions
1/11/01
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No. 36
 Chapter Annex 2 — Rules of the
1 Air
dangerous to the holding point will
flight of aircraft depend upon the
may exist at approach clearance.
specified times.
Filed flight plan. The
Data link flight plan as filed
communications. A with an ATS unit by
form of the pilot or a
communication designated 5/11/98
14/11/9
intended for the representative, No. 34
exchange of without any
messages via a data subsequent changes.
link.

Estimated off-block
time. The estimated
time at which the
aircraft will
commence
movement
associated with
departure.

Estimated time of
arrival. For IFR
flights, the time at
which it is
estimated that the
aircraft will arrive
over that designated
point, defined by
reference to
navigation aids, from
which it is intended
that an instrument
approach procedure
will be commenced,
or, if no navigation
aid is associated
with the aerodrome,
the time at which
the aircraft will arrive
over the aerodrome.
For VFR flights, the
time at which it is
estimated that the
aircraft will arrive
over the aerodrome.

Expected approach
time. The time at
which ATC expects
that an arriving
aircraft, following a
delay, will leave
the holding point to
complete its approach
for a landing.

Note.— The actual 1/11/01

3
time of leaving the No. 36
Annex 2 — Rules of the Air Chapter
1

1/11/01 8
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Chapter Annex 2 — Rules of the
1 Air

Flight crew member. A licensed crew member charged with IMC. The symbol used to designate instrument meteorological
duties essential to the operation of an aircraft during a flight conditions.
duty period.
Instrument approach procedure. A series of predetermined
Flight information centre. A unit established to provide flight manoeuvres by reference to flight instruments with
information service and alerting service. specified protection from obstacles from the initial
approach fix, or where applicable, from the beginning of a
Flight information region. An airspace of defined dimensions defined arrival route to a point from which a landing can be
within which flight information service and alerting service completed and thereafter, if a landing is not completed, to
are provided. a position at which holding or en-route obstacle clearance
criteria apply.
Flight information service. A service provided for the purpose
of giving advice and information useful for the safe Instrument meteorological conditions. Meteorological
and efficient conduct of flights. conditions expressed in terms of visibility, distance from
cloud, and ceiling, less than the minima specified for visual
Flight level. A surface of constant atmospheric pressure which meteorological conditions.
is related to a specific pressure datum, 1 013.2 hectopascals
(hPa), and is separated from other such surfaces by specific Note.— The specified minima for visual meteorological
pressure intervals. conditions are contained in Chapter 4.

Note 1.— A pressure type altimeter calibrated Landing area. That part of a movement area intended for the
in accordance with the Standard Atmosphere: landing or take-off of aircraft.
a) when set to a QNH altimeter setting, will indicate Level. A generic term relating to the vertical position of
altitude; an aircraft in flight and meaning variously, height, altitude
or flight level.
b) when set to a QFE altimeter setting, will indicate height
above the QFE reference datum; Manoeuvring area. That part of an aerodrome to be used for
the take-off, landing and taxiing of aircraft, excluding
c) when set to a pressure of 1 013.2 hPa, may be used
aprons.
to indicate flight levels.
Movement area. That part of an aerodrome to be used for the
Note 2.— The terms “height” and “altitude”, used in
take-off, landing and taxiing of aircraft, consisting of
Note 1 above, indicate altimetric rather than
the manoeuvring area and the apron(s).
geometric heights and altitudes.

Flight plan. Specified information provided to air traffic Pilot-in-command. The pilot designated by the operator, or in
services units, relative to an intended flight or portion of a the case of general aviation, the owner, as being
flight of an aircraft. in command and charged with the safe conduct of a flight.

Flight status. An indication of whether a given Pressure-altitude. An atmospheric pressure expressed in terms
aircraft requires special handling by air traffic services of altitude which corresponds to that pressure in
units or not. the Standard Atmosphere.*

Flight visibility. The visibility forward from the cockpit of an Problematic use of substances. The use of one or more
aircraft in flight. psychoactive substances by aviation personnel in a way
that:
Ground visibility. The visibility at an aerodrome, as reported
by an accredited observer. a) constitutes a direct hazard to the user or endangers the
lives, health or welfare of others; and/or
Heading. The direction in which the longitudinal axis of
an aircraft is pointed, usually expressed in degrees from b) causes or worsens an occupational, social, mental or
North (true, magnetic, compass or grid). physical problem or disorder.

Height. The vertical distance of a level, a point or an Prohibited area. An airspace of defined dimensions, above the
object considered as a point, measured from a specified land areas or territorial waters of a State, within which the
datum. flight of aircraft is prohibited.

IFR. The symbol used to designate the instrument flight rules.

IFR flight. A flight conducted in accordance with the 1/11/01

instrument flight rules. 3
No. 36

5/11/98
14/11/9
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 Annex 2 — Rules of the Air Chapter
1
* As defined in Annex 8.

1/11/01 1
No. 36 0
1/11/01 5A
No. 36
Psychoactive substances. ILS/ MLS system located on an c) Rapid exit taxiway.
Alcohol, opioids, critical/sensitive area at apron and intended to A taxiway connected
cannabinoids, sedatives which taxiing aircraft provide a through taxi to a runway at an
and hypnotics, and vehicles shall stop route across the acute angle and
cocaine, other and hold, unless apron. designed to allow
psychostimulants, otherwise authorized by landing aeroplanes
hallucinogens, and the aerodrome control to turn off at higher
volatile solvents, tower. speeds than are
whereas coffee and achieved on other
tobacco are excluded. Safety-sensitive exit taxiways thereby
personnel. Persons minimizing runway
Radiotelephony. A form who might endanger occupancy times.
of radiocommunication aviation safety if they
primarily intended for perform their duties Terminal control area. A
the exchange of and functions control area normally
information in the improperly including, established at the
form of speech. but not limited to, confluence of ATS
crew members, aircraft routes in the vicinity of
maintenance personnel one or more major
Repetitive flight plan
and air traffic aerodromes.
(RPL). A flight plan
related to a series of controllers.
Total estimated elapsed
frequently recurring,
time. For IFR flights,
regularly operated Signal area. An area on an
the estimated time
individual flights with aerodrome used for the
required from take-off
identical basic display of ground
to arrive over that
features, submitted signals.
designated point,
by an operator for
defined by reference to
retention and repetitive Special VFR flight. A VFR navigation aids, from
use by ATS units. flight cleared by air which it is intended that
traffic control to an instrument approach
Reporting point. A operate within a procedure will be
specified geographical control zone in commenced, or, if no
location in relation to meteorological navigation aid is
which the position of conditions below VMC. associated with the
an aircraft can be destination aerodrome,
reported. Taxiing. Movement of an to arrive over the
aircraft on the surface of destination aerodrome.
Restricted area. An an aerodrome under its For VFR flights, the
airspace of defined own power, excluding estimated time
dimensions, above the take-off and landing. required from take-off
land areas or territorial to arrive over the
waters of a State, Taxiway. A defined path on destination aerodrome.
within which the flight a land aerodrome
of aircraft is restricted established for the Track. The projection on
in accordance with taxiing of aircraft and the earth’s surface of
certain specified intended to provide a the path of an aircraft,
conditions. link between one part of the direction of which
the aerodrome and path at any point is
Runway. A defined another, including: usually expressed in
rectangular area on a degrees from North
land aerodrome a) Aircraft stand (true, magnetic or
prepared for the taxilane. A portion of grid).
landing and take-off of an apron designated
aircraft. as a taxiway and Traffic avoidance advice.
intended to provide Advice provided by an
access to aircraft air traffic services unit
Runway-holding position.
stands only. specifying manoeuvres
A designated position
to assist a pilot to
intended to protect a
b) Apron taxiway. A avoid a collision.
runway, an obstacle 1/11/01
limitation surface, or an portion of a taxiway 5
No. 36
Traffic information. b) the greatest distance
Information issued at which lights in the
by an air traffic vicinity of
services unit to alert 1 000 candelas can
a pilot to other be seen and
known or observed identified against
air traffic which may an unlit
be in proximity to the background.
position or intended
route of flight and to Note.— The two
help the pilot avoid a distances have different
collision. values in air of a given
extinction coefficient,
Transition altitude. The and the latter b) varies
altitude at or below with the background 5/11/98
14/11/9
which the vertical illumination. The former No. 34
position of an aircraft a) is represented by the
is controlled by meteorological optical
reference to altitudes. range (MOR).

Unmanned free
balloon. A non-
power-driven,
unmanned, lighter-
than-air aircraft in
free flight.

Note.— Unmanned
free balloons are
classified as heavy,
medium or light in
accordance with
specifications contained
in Appendix 4.

VFR. The symbol used to

designate the visual flight
rules.

VFR flight. A flight

conducted in
accordance with the
visual flight rules.

Visibility. Visibility for

aeronautical purposes is the
greater of:

a) the greatest
distance at which
a black object of
suitable
dimensions,
situated near the
ground, can be
seen and
recognized when
observed against a
bright
background;
1/11/01 5A
No. 36
 Visual meteorological conditions. Meteorological conditions
expressed in terms of visibility, distance from cloud,
and ceiling, equal to or better than specified minima.

Note.— The specified minima are contained in Chapter 4.

VMC. The symbol used to designate visual meteorological

conditions.

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7 5/11/98
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CHAPTER 2. APPLICABILITY OF THE RULES OF THE AIR

5B 1/11/01
No. 36
 2.1 Territorial application of Note 2.— A pilot may elect to fly in accordance with
the rules of the air instrument flight rules in visual meteorological conditions
or may be required to do so by the appropriate ATS
2.1.1 The rules of the air shall apply to aircraft authority.
bearing the nationality and registration marks of a
Contracting State, wherever they may be, to the extent that
they do not conflict with the rules published by the State
having jurisdiction over the territory overflown.
2.3 Responsibility for compliance
with the rules of the air
Note.— The Council of the International Civil Aviation
Organization resolved, in adopting Annex 2 in April 1948 and
Amendment 1 to the said Annex in November 1951, that
2.3.1 Responsibility of pilot-in-command
the Annex constitutes Rules relating to the flight and
manoeuvre of aircraft within the meaning of Article 12 of
The pilot-in-command of an aircraft shall, whether manipu-
the Convention. Over the high seas, therefore, these
lating the controls or not, be responsible for the operation of
rules apply without exception.
the aircraft in accordance with the rules of the air, except that
the pilot-in-command may depart from these rules in
2.1.2 If, and so long as, a Contracting State has not
circumstances that render such departure absolutely necessary
notified the International Civil Aviation Organization to the
in the interests of safety.
contrary, it shall be deemed, as regards aircraft of its
registration, to have agreed as follows:
2.3.2 Pre-flight action
For purposes of flight over those parts of the high seas
where a Contracting State has accepted, pursuant to a
Before beginning a flight, the pilot-in-command of an aircraft
regional air navigation agreement, the responsibility of
shall become familiar with all available information appro-
providing air traffic services, the “appropriate ATS
priate to the intended operation. Pre-flight action for
authority” referred to in this Annex is the relevant
flights away from the vicinity of an aerodrome, and for
authority designated by the State responsible for providing
all IFR flights, shall include a careful study of available
those services.
current weather reports and forecasts, taking into
consideration fuel requirements and an alternative course of
Note.— The phrase “regional air navigation
action if the flight cannot be completed as planned.
agreement” refers to an agreement approved by the
Council of ICAO normally on the advice of a Regional Air
Navigation Meeting.

2.4 Authority of pilot-in-command of

an aircraft
2.2 Compliance with the rules of the air
The pilot-in-command of an aircraft shall have final authority
The operation of an aircraft either in flight or on the movement as to the disposition of the aircraft while in command.
area of an aerodrome shall be in compliance with the general
rules and, in addition, when in flight, either with:

a) the visual flight rules, or 2.5 Problematic use of

psychoactive substances
b) the instrument flight rules.
No person whose function is critical to the safety of aviation
Note 1.— Information relevant to the services provided to (safety-sensitive personnel) shall undertake that function while
aircraft operating in accordance with both visual flight rules under the influence of any psychoactive substance, by reason
and instrument flight rules in the seven ATS airspace classes of which human performance is impaired. No such person
is contained in 2.6.1 and 2.6.3 of Annex 11. shall engage in any kind of problematic use of substances.

5/11/98 6 ANNEX 2
14/11/91

No. 34
CHAPTER 3. GENERAL RULES

No. 31
 3.1 Protection of persons and property 3.1.6 Parachute descents

Parachute descents, other than emergency descents, shall

3.1.1 Negligent or reckless operation not be made except under conditions prescribed by the
of aircraft appropriate authority and as indicated by relevant
information, advice and/or clearance from the appropriate air
An aircraft shall not be operated in a negligent or reckless traffic services unit.
manner so as to endanger life or property of others.

3.1.2 Minimum heights 3.1.7 Acrobatic flight

Except when necessary for take-off or landing, or except No aircraft shall be flown acrobatically except under
by permission from the appropriate authority, aircraft shall not conditions prescribed by the appropriate authority and as
be flown over the congested areas of cities, towns or indicated by relevant information, advice and/or clearance
settlements or over an open-air assembly of persons, from the appropriate air traffic services unit.
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. 3.1.8 Formation flights

Note.— See 4.6 for minimum heights for VFR flights Aircraft shall not be flown in formation except by
and pre- arrangement among the pilots-in-command of the
5.1.2 for minimum levels for IFR aircraft taking part in the flight and, for formation flight in
flights. controlled airspace, in accordance with the conditions
prescribed by the appropriate ATS authority(ies). These
3.1.3 Cruising levels conditions shall include the following:

The cruising levels at which a flight or a portion of a flight is a) the formation operates as a single aircraft with regard to
to be conducted shall be in terms of: navigation and position reporting;

a) flight levels, for flights at or above the lowest b) separation between aircraft in the flight shall be the
usable flight level or, where applicable, above the responsibility of the flight leader and the pilots-in-
transition altitude; command of the other aircraft in the flight and shall
include periods of transition when aircraft are
b) altitudes, for flights below the lowest usable flight manoeuvring to attain their own separation within
level or, where applicable, at or below the transition the formation and during join-up and break-away; and
altitude.
c) a distance not exceeding 1 km (0.5 NM) laterally and
Note.— The system of flight levels is prescribed in the longitudinally and 30 m (100 ft) vertically from the
Procedures for Air Navigation Services — Aircraft Operations flight leader shall be maintained by each aircraft.
(Doc 8168).

3.1.4 Dropping or spraying 3.1.9 Unmanned free balloons

Nothing shall be dropped or sprayed from an aircraft in flight An unmanned free balloon shall be operated in such a manner
except under conditions prescribed by the as to minimize hazards to persons, property or other
appropriate authority and as indicated by relevant aircraft and in accordance with the conditions specified in
information, advice and/or clearance from the appropriate air Appendix 4.
traffic services unit.

3.1.5 Towing 3.1.10 Prohibited areas and restricted areas

No aircraft or other object shall be towed by an aircraft, except Aircraft shall not be flown in a prohibited area, or in a
in accordance with requirements prescribed by the appropriate restricted area, the particulars of which have been
authority and as indicated by relevant information, advice duly published, except in accordance with the conditions
and/or clearance from the appropriate air traffic services unit. of the

ANNEX 2 7 10/11/94
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No. 35
Chapter Annex 2 — Rules of the Air
3 which are seen to be towing other aircraft or objects.
restrictions or by permission of the State over whose territory
the areas are established.

3.2 Avoidance of collisions

Note.— 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 operating on the movement area of an aerodrome.

3.2.1 Proximity

An aircraft shall not be operated in such proximity to

other aircraft as to create a collision hazard.

3.2.2 Right-of-way

The aircraft that has the right-of-way shall maintain

its heading and speed, but nothing in these rules shall relieve
the pilot-in-command of an aircraft from the responsibility
of taking such action, including collision avoidance
manoeuvres based on resolution advisories provided by
ACAS equipment, as will best avert collision.

Note 1.— Operating procedures for use of ACAS are

contained in PANS-OPS (Doc 8168), Volume I, Part VIII,
Chapter 3.

Note 2.— Carriage requirements for ACAS equipment are

addressed in Annex 6, Part I, Chapter 6.

3.2.2.1 An aircraft that is obliged by the following rules

to keep out of the way of another shall avoid passing
over, under or in front of the other, unless it passes well
clear and takes into account the effect of aircraft wake
turbulence.

3.2.2.2 Approaching head-on. When two aircraft are

approaching head-on or approximately so and there is danger
of collision, each shall alter its heading to the right.

3.2.2.3 Converging. 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:

a) power-driven heavier-than-air aircraft shall give way to

airships, gliders and balloons;

b) airships shall give way to gliders and balloons;

c) gliders shall give way to balloons;

d) power-driven aircraft shall give way to aircraft

 Annex 2 — Rules of the Chapter
Air 3
3.2.2.4 Overtaking. An overtaking aircraft is an aircraft
that approaches another from the rear on a line forming an
angle of less 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 (port) or right (starboard) 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.

3.2.2.5 Landing

3.2.2.5.1 An aircraft in flight, or operating on the ground

or water, shall give way to aircraft landing or in the final
stages of an approach to land.

3.2.2.5.2 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 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.

3.2.2.5.3 Emergency landing. An aircraft that is aware

that another is compelled to land shall give way to that aircraft.

3.2.2.6 Taking off. An aircraft taxiing on the manoeuvring

area of an aerodrome shall give way to aircraft taking off or
about to take off.

3.2.2.7 Surface movement of aircraft

3.2.2.7.1 In case of danger of collision between two

aircraft taxiing on the movement area of an aerodrome the
following shall apply:

a) 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;

b) when two aircraft are on a converging course, the

one which has the other on its right shall give way;

c) 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.

Note.— For the description of an overtaking aircraft see

3.2.2.4.

3.2.2.7.2 An aircraft taxiing on the manoeurvring area

shall stop and hold at all runway-holding positions unless
otherwise authorized by the aerodrome control tower.
Chapter Annex 2 — Rules of the Air
3 their structure;
Note.— For runway-holding position markings and related
signs, see Annex 14, Volume I, 5.2.9 and 5.4.2.

3.2.2.7.3 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.

3.2.3 Lights to be displayed by aircraft

Note 1.— The characteristics of lights intended to meet the

requirements of 3.2.3 for aeroplanes are specified in Annex 8.
Specifications for navigation lights for aeroplanes are
contained in the Appendices to Parts I and II of Annex
6. Detailed technical specifications for lights for aeroplanes
are contained in Part III of the Airworthiness Technical
Manual (Doc 9051) and for helicopters in Part IV of that
document.

Note 2.— In the context of 3.2.3.2 c) and 3.2.3.4 a)

an aircraft is understood to be operating when it is taxiing
or being towed or is stopped temporarily during the
course of taxiing or being towed.

Note 3.— For aircraft on the water see 3.2.6.2.

3.2.3.1 Except as provided by 3.2.3.5, from sunset to

sunrise or during any other period which may be prescribed by
the appropriate authority all aircraft in flight shall display:

a) anti-collision lights intended to attract attention to

the aircraft; and

b) 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.

Note.— Lights fitted for other purposes, such as

landing lights and airframe floodlights, may be used in
addition to the anti-collision lights specified in the
Airworthiness Technical Manual (Doc 9051) to enhance
aircraft conspicuity.

3.2.3.2 Except as provided by 3.2.3.5, from sunset to

sunrise or during any other period prescribed by the
appropriate authority:

a) 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;

b) unless stationary and otherwise adequately illuminated,

all aircraft on the movement area of an aerodrome shall
display lights intended to indicate the extremities of
9 4/11/99
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31
 Annex 2 — Rules of the Chapter
Air 3
c) all aircraft operating on the movement area of
an aerodrome shall display lights intended to
attract attention to the aircraft; and

d) all aircraft on the movement area of an aerodrome

whose engines are running shall display lights
which indicate that fact.

Note.— If suitably located on the aircraft, the

navigation lights referred to in 3.2.3.1 b) may also meet the
requirements of 3.2.3.2 b). Red anti-collision lights fitted
to meet the requirements of 3.2.3.1 a) may also meet the
requirements of
3.2.3.2 c) and 3.2.3.2 d) provided they do not
subject observers to harmful dazzle.

3.2.3.3 Except as provided by 3.2.3.5, all aircraft in flight

and fitted with anti-collision lights to meet the requirement of
3.2.3.1 a) shall display such lights also outside the period
specified in 3.2.3.1.

3.2.3.4 Except as provided by 3.2.3.5, all aircraft:

a) operating on the movement area of an aerodrome

and fitted with anti-collision lights to meet the
requirement of 3.2.3.2 c); or

b) on the movement area of an aerodrome and fitted with

lights to meet the requirement of 3.2.3.2 d);

shall display such lights also outside the period specified in

3.2.3.2.

3.2.3.5 A pilot shall be permitted to switch off or reduce

the intensity of any flashing lights fitted to meet the
requirements of 3.2.3.1, 3.2.3.2, 3.2.3.3 and 3.2.3.4 if they
do or are likely to:

a) adversely affect the satisfactory performance of duties;

or

b) subject an outside observer to harmful dazzle.

3.2.4 Simulated instrument flights

An aircraft shall not be flown under simulated instrument

flight conditions unless:

a) fully functioning dual controls are installed in

the aircraft; and

b) a qualified pilot occupies a control seat to act as safety

pilot for the person who is flying under simulated
instrument conditions. The safety pilot shall have
adequate vision forward and to each side of the aircraft,
or a competent observer in communication with the
safety pilot shall occupy a position in the aircraft from
which the observer’s field of vision
adequately supplements that of the safety pilot.
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Chapter Annex 2 — Rules of the Air
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No. 35
Annex 2 — Rules of the Chapter
Air 3

3.2.5 t the one overtaking shall authority, all aircraft on

Operati e alter its heading to keep the water shall display
on on r well clear. lights as required by the
and in International Regulations
the o 3.2.6.1.4 Landing and for Preventing Collisions
vicinity p taking off. Aircraft at Sea (revised 1972)
of an e landing on or taking off unless it is impractical
aerodro r from the water shall, in so for them to do so, in which
me a far as practicable, keep case they shall display
t well clear of all vessels lights as closely similar as
An aircraft operated on i and avoid impeding their possible in characteristics
or in the vicinity of an o navigation. and position to those
aerodrome shall, whether n required by the
or not within an aerodrome s 3.2.6.2 Lights to be International Regulations.
traffic zone: displayed by aircraft on
Note.— In addition to the water. Between sunset Note 1.—
a) observe other the provisions of 3.2.6.1 and sunrise or such other Specifications for lights
aerodrome traffic of this Annex, rules set period between sunset and to be shown by
for the purpose of forth in the International sunrise as may be aeroplanes on the water
avoiding collision; Regulations for Preventing prescribed by the are contained in the
Collisions at Sea, appropriate Appendices to Parts I and
b) conform with or developed by the II of Annex 6.
avoid the pattern of International Conference
traffic formed by on Revision of the Note 2.— The
other aircraft in International Regulations International Regulations
operation; for Preventing Collisions for Preventing Collisions
at Sea (London, 1972) at Sea specify that the
c) make all turns to may be applicable in rules concerning lights
the left, when certain cases. shall be complied with
approaching for a from sunset to sunrise.
landing and after 3.2.6.1 When two Any lesser period between
taking off, unless aircraft or an aircraft and a sunset and sunrise
otherwise instructed; vessel are approaching one established in accordance
another and there is a risk with
d) land and take off of collision, the aircraft 3.2.6.2 cannot, therefore,
into the wind shall proceed with careful be applied in areas
unless safety, the regard to existing circum- where the International
runway stances and conditions Regulations for
configuration, or including the limitations Preventing Collisions at
air traffic of the respective craft. Sea apply, e.g. on the high
considerations seas.
determine that a 3.2.6.1.1 Converging.
different direction is An aircraft which has
preferable. another aircraft or a vessel 3
on its right shall give way .
Note 1.— See 3.6.5.1. so as to keep well clear. 3

Note 2.— Additional 3.2.6.1.2 Approaching F

rules may apply in head-on. An aircraft l
aerodrome traffic zones. approaching another i
aircraft or a vessel head- g
on, or approximately so, h
3 shall alter its heading to t
. the right to keep well
2 clear. p
.
l
6 3.2.6.1.3 Overtaking. a
The aircraft or vessel n
10/11/94
W which is being overtaken 10 s
No. 31
a has the right of way, and
 Chapter Annex 2 — Rules of the Air
3

the appropriate ATS

3 authority to
. facilitate the
3 provision of flight
. information, alerting
1 and search and
rescue services;
S
u d) any flight within
b or into designated
m areas, or along
i designated routes,
s when so required by
s the appropriate ATS
i authority to
o facilitate co-
n ordination with
appro- priate military
units or with air
o
traffic services units
f
in adjacent States in
order to avoid the
a possible need for
interception for the
f purpose of
l identification;
i
g e) any flight across
h international borders.
t
p Note.— The term
l “flight plan” is used to
a mean variously, full
n information on all items
comprised in the flight
3.3.1.1 Information plan description, covering
relative to an intended the whole route of a
flight or portion of a flight, or limited
flight, to be provided to air information required
traffic services units, shall when the purpose is to
be in the form of a flight obtain a clearance for a
plan. minor portion of a flight
such as to cross an
3.3.1.2 A flight plan airway, to take off from, or
shall be submitted prior to land at a controlled
to operating: aerodrome.

a) any flight or 3.3.1.3 A flight plan

portion thereof to shall be submitted before
be provided with departure to an air traffic
air traffic control services reporting office
service; or, during flight,

b) any IFR flight within

advisory airspace;

c) any flight within

or into designated
areas, or along 9 4/11/99
designated routes, No. 35
when so required by
Annex 2 — Rules of the Chapter
Air 3

5/11/98 12
No. 34
Chapter Annex 2 — Rules of the Air
3

transmitted to the appropriate air traffic services unit or Note 2.— For flight plans submitted during flight, the infor-
air- ground control radio station, unless arrangements have mation to be provided in respect of this item will be the
been made for submission of repetitive flight plans. time over the first point of the route to which the flight plan
relates.
3.3.1.4 Unless otherwise prescribed by the appropriate
ATS authority, a flight plan for a flight to be provided with air Note 3.— The term “aerodrome” where used in the flight
traffic control service or air traffic advisory service shall plan is intended to cover also sites other than
be submitted at least sixty minutes before departure, or, aerodromes which may be used by certain types of aircraft,
if submitted during flight, at a time which will ensure its e.g. helicopters or balloons.
receipt by the appropriate air traffic services unit at least ten
minutes before the aircraft is estimated to reach:
3.3.3 Completion of a flight plan
a) the intended point of entry into a control area
or advisory area; or 3.3.3.1 Whatever the purpose for which it is submitted, a
flight plan shall contain information, as applicable, on relevant
b) the point of crossing an airway or advisory route. items up to and including “Alternate aerodrome(s)” regarding
the whole route or the portion thereof for which the flight plan
is submitted.
3.3.2 Contents of a flight plan
3.3.3.2 It shall, in addition, contain information, as
A flight plan shall comprise information regarding such of the applicable, on all other items when so prescribed by the
following items as are considered relevant by the appropriate appropriate ATS authority or when otherwise deemed
ATS authority: necessary by the person submitting the flight plan.

— Aircraft identification
3.3.4 Changes to a flight plan
— Flight rules and type of flight
Subject to the provisions of 3.6.2.2, all changes to a flight plan
— Number and type(s) of aircraft and wake turbulence submitted for an IFR flight, or a VFR flight operated as
category a controlled flight, shall be reported as soon as practicable to
the appropriate air traffic services unit. For other VFR
— Equipment flights, significant changes to a flight plan shall be reported as
soon as practicable to the appropriate air traffic services unit.
— Departure aerodrome (see Note 1)
Note 1.— Information submitted prior to
— Estimated off-block time (see Note 2) departure regarding fuel endurance or total number of
persons carried on board, if incorrect at time of
— Cruising speed(s) departure, constitutes a significant change to the flight
plan and as such must be reported.
— Cruising level(s)
Note 2.— Procedures for submission of changes to
— Route to be followed repetitive flight plans are contained in the PANS-RAC, Part II
(Doc 4444).
— Destination aerodrome and total estimated elapsed time
3.3.5 Closing a flight plan
— Alternate aerodrome(s)
3.3.5.1 Unless otherwise prescribed by the appropriate
— Fuel endurance ATS authority, a report of arrival shall be made in person,
by radiotelephony or via data link at the earliest possible
— Total number of persons on board moment after landing, to the appropriate air traffic services
unit at the arrival aerodrome, by any flight for which a
— Emergency and survival equipment flight plan has been submitted covering the entire flight or
the remaining portion of a flight to the destination
— Other information. aerodrome.

Note 1.— For flight plans submitted during flight, the 3.3.5.2 When a flight plan has been submitted only in
information provided in respect of this item will be respect of a portion of a flight, other than the remaining
an indication of the location from which portion of a flight to destination, it shall, when required,
5/11/98
supplementary information concerning the flight may be 11 be closed by an appropriate report to the relevant air
No. 34
obtained, if required. traffic services unit.
 3.3.5.3 When no air Note.— Whenever an midnight. Note.— Such time
traffic services unit exists arrival report is required, check is normally
at the arrival aerodrome, failure to comply with 3.5.2 A time check obtained from an air
the arrival report, when these provisions may shall be obtained prior to traffic services unit
required, shall be made as cause serious disruption in operating a controlled unless other
soon as practicable after the air traffic services and flight and at such other arrangements have been
landing and by the incur great expense in times during the flight as made by the operator or
quickest means available to carrying out unnecessary may be necessary. by the appropriate ATS
the nearest air traffic search and rescue authority.
services unit. operations.
3.5.3 Wherever time is
3.3.5.4 When utilized in the application
communication facilities 3 of data link
at the arrival aerodrome . communications, it shall be
are known to be 4 accurate to within 1 second
inadequate and alternate of UTC.
arrangements for the S
handling of arrival reports i
on the ground are not g 3
available, the following n .
action shall be taken. a 6
Immediately prior to l
landing the aircraft shall, s A
if practicable, transmit to i
the appropriate air traffic 3.4.1 Upon observing r
services unit, a message or receiving any of the
comparable to an arrival signals given in Appendix t
report, where such a 1, aircraft shall take such r
report is required. action as may be required a
Normally, this by the interpretation of f
transmission shall be the signal given in that f
made to the aeronautical Appendix. i
station serving the air
c
traffic services unit in 3.4.2 The signals of
charge of the flight Appendix 1 shall, when
information region in c
used, have the meaning
which the aircraft is o
indicated therein. They
operated. n
shall be used only for the
t
purpose indicated and no
3.3.5.5 Arrival reports r
other signals likely to be
made by aircraft shall o
confused with them shall
contain the following l
be used.
elements of information:
s
a) aircraft 3 e
identification; . r
5 v
b) departure i
aerodrome; c
T
e
i
c) destination
m
aerodrome (only in
e
the case of a 3.
diver- sionary 6.
3.5.1 Co-ordinated
landing); 1
Universal Time (UTC)
A
shall be used and shall
d) arrival aerodrome; ir
be expressed in hours
tr
and minutes and, when
e) time of arrival. af
required, seconds of the
fi
24-hour day beginning at
 c 3.6.1.3 Potential t
c reclearance in flight. If
o prior to departure it is p
nt anticipated that depending l
ro on fuel endurance and a
l subject to reclearance in n
cl flight, a decision may be
ea taken to proceed to a 3.6.2.1 Except as
ra revised destination provided for in 3.6.2.2
n aerodrome, the appropriate and 3.6.2.4, an aircraft
ce air traffic control units shall adhere to the current
s shall be so notified by the flight plan or the
insertion in the flight plan applicable portion of a
3.6.1.1 An air traffic of information concerning current flight plan
control clearance shall be the revised route (where submitted for a controlled
obtained prior to operating known) and the revised flight
a controlled flight, or a destination.
portion of a flight as a
controlled flight. Such Note.— The intent of
clearance shall be this provision is to
requested through the facilitate a reclearance to
submission of a flight plan a revised destination,
to an air traffic control normally beyond the filed
unit. destination aerodrome.

Note 1.— A flight plan 3.6.1.4 An aircraft

may cover only part of a operated on a controlled
flight, as necessary, to aerodrome shall not taxi on
describe that portion of the manoeuvring area
the flight or those without clearance from the
manoeuvres which are aerodrome control tower
subject to air traffic and shall comply with
control. A clearance may any instructions given by
cover only part of a that unit.
current flight plan, as
indicated in a clearance
limit or by reference to 3
specific manoeuvres such .
as taxiing, landing or 6
taking off. .
2
Note 2.— If an air
traffic control clearance A
is not satisfactory to a d
pilot-in-command of an h
aircraft, the pilot-in- e
command may request r
and, if practicable, will e
be issued an amended n
clearance. c
e
3.6.1.2 Whenever an
aircraft has requested a
t
clearance involving o
priority, a report
explaining the necessity
for such priority shall be f
submitted, if requested by l
the appropriate air traffic i
control unit. g
h
13 5/11/98
No. 34
unless a request for a to the appropriate air as possible to the 3.6.2.3 Intended
change has been made traffic services unit. appropriate air changes. Requests for
and clearance obtained traffic services unit. flight plan changes shall
from the appropriate air 3.6.2.2 Inadvertent include information as
traffic control unit, or changes. In the event that a 3.6.2.2.1 Additionally, indicated hereunder:
unless an emergency controlled flight when an ADS agreement
situation arises which inadvertently deviates is in place, the air traffic a) Change of
necessitates immediate from its current flight services unit (ATSU) shall cruising level:
action by the aircraft, in plan, the following action be informed automatically aircraft
which event as soon as shall be taken: via data link whenever identification;
circumstances permit, changes occur beyond the requested new
after such emergency a) Deviation from threshold values stipulated cruising level and
authority is exercised, track: if the aircraft by the ADS event contract. cruising speed at
the appropriate air traffic is off track, action this level, revised
services unit shall be shall be taken time estimates
notified of the action forthwith to adjust (when applicable)
taken and that this the heading of the at subsequent flight
action has been taken aircraft to regain information region
under emergency authority. track as soon as boundaries.
practicable.
3.6.2.1.1 Unless b) Change of route:
otherwise authorized or b) Variation in true
directed by the appropriate airspeed: if the 1) Destination
air traffic control unit, average true airspeed unchanged:
controlled flights shall, in at cruising level aircraft
so far as practicable: between reporting identification;
points varies or is flight rules;
a) when on an expected to vary by description of
established ATS plus or minus 5 per new route of
route, operate along cent of the true flight including
the defined centre airspeed, from that related flight
line of that route; or given in the flight plan data
plan, the appropriate beginning with
b) when on any other air traffic services the position from
route, operate unit shall be so which requested
directly between the informed. change of
navigation facilities route is to
and/or points c) Change in time commence;
defining that route. estimate: if the time revised time
estimate for the next estimates; any
3.6.2.1.2 Subject to applicable reporting other pertinent
the overriding point, flight information.
requirement in information region
3.6.2.1.1, an aircraft boundary or 2) Destination
operating along an ATS destination changed: aircraft
route segment defined by aerodrome, identification;
reference to very high whichever comes flight rules;
frequency omnidirectional first, is found to be description of
radio ranges shall change in error in excess of revised route of
over for its primary three minutes from flight to revised
navigation guidance from that notified to air destination
the facility behind the traffic services, or aerodrome
aircraft to that ahead of it such other period of including related
at, or as close as time as is prescribed flight plan data,
operationally feasible to, by the appropriate beginning with
the change-over point, ATS authority or on the position
where established. the basis of air from which
navigation regional requested change
5/11/98
3.6.2.1.3 Deviation agreements, a revised 14 of route is to
No. 34the requirements in
from estimated time shall commence;
3.6.2.1.1 shall be notified be notified as soon revised time
 estimates;
alternate 3.6.3.1 Unless
aerodrome(s); exempted by the
any other appropriate ATS authority
pertinent or by the appropriate air
information. traffic services unit under
conditions specified by
3.6.2.4 Weather that authority, a
deterioration below the controlled flight shall
VMC. When it becomes report to the appropriate
evident that flight in air traffic services unit, as
VMC in accordance with soon as possible, the time
its current flight plan and level of passing
will not be practicable, each designated
a VFR flight operated as compulsory reporting
a controlled flight shall: point, together with any
other required
a) request an information. Position
amended clearance reports shall similarly
enabling the be made in relation to
aircraft to continue additional points when
in VMC to requested by the
destination or to appropriate air traffic
an alternative services unit. In the
aerodrome, or to absence of designated
leave the airspace reporting points,
within which an
ATC clearance is
required; or

b) if no clearance in
accordance with a)
can be obtained,
continue to operate
in VMC and notify
the appropriate ATC
unit of the action
being taken either
to leave the
airspace concerned
or to land at the
nearest suitable
aerodrome; or

c) if operated within a
control zone,
request
authorization to
operate as a special
VFR flight; or

d) request clearance
to operate in
accordance with
the instrument flight
rules.

3.6.3 13 5/11/98
Position No. 34
reports
5/11/98 14
No. 34
position reports shall be A controlled flight shall, aircraft to maintain air- 3.6.5.2.2 If in
made at intervals except when landing at a ground voice instrument meteorological
prescribed by the controlled aerodrome, communication watch conditions or when
appropriate ATS authority advise the appropriate remains in effect after conditions are such that it
or specified by the ATC unit as soon as it CPDLC has been does not appear feasible
appropriate air traffic ceases to be subject to air established. to complete the flight in
services unit. traffic control service. accordance with 3.6.5.2.1
3.6.5.2 (see Note 1), the aircraft
3.6.3.1.1 Controlled Communication failure. If a shall:
flights providing position communication failure
information to the 3 precludes compliance with a) unless otherwise
appropriate air traffic . 3.6.5.1, the aircraft shall prescribed on the
services unit via data link 6 comply with the basis of regional air
com- munications shall . communication failure navigation
only provide voice 5 procedures of Annex 10, agreement, maintain
position reports when Volume II, and with such the last assigned
requested. C of the following speed and level, or
o procedures as are minimum flight
Note.— The conditions m appropriate. In addition, altitude if higher,
and circumstances in m the aircraft, when forming for a period of 20
which SSR Mode C u part of the aerodrome minutes following
transmission of pressure- n traffic at a controlled the aircraft’s failure
altitude satisfies the i aerodrome, shall keep a to report its position
require- ment for level c watch for such instructions over a compulsory
information in position a as may be issued by visual reporting point and
reports are indicated in the t signals. thereafter adjust
PANS-RAC, Part II (Doc i level and speed in
4444). o 3.6.5.2.1 If in accordance with the
n visual meteorological filed flight plan;
s conditions, the aircraft
shall: b) proceed according to
3 3.6.5.1 An aircraft the current flight
. operated as a controlled a) continue to fly plan route to the
6 flight shall maintain in visual appropriate
. continuous air-ground meteorological designated
4 voice communication conditions; navigation aid
watch on the appropriate serving the
T communication channel b) land at the nearest destination
e of, and establish two-way suitable aerodrome; and aerodrome and,
r communication as when required to
m necessary with, the c) report its arrival by ensure compliance
i appropriate air traffic the most expeditious with c) below,
n control unit, except as means to the hold over this aid
a may be prescribed by appropriate air until commencement
t the appropriate ATS traffic control unit. of descent;
i authority in respect of
o aircraft forming part of c) commence descent
n aerodrome traffic at a from the navigation
controlled aerodrome. aid specified in b) at,
o or as close as
f Note 1.— SELCAL or possible to, the
similar automatic expected approach
signalling devices satisfy time last received
c
the requirement to and acknowledged;
o
maintain an air-ground or, if no expected
n
voice communication approach time has
t
watch. been received and
r
o acknowledged, at, or
5/11/98
Note 2.— The 13 as close as possible
l No. 34
requirement for an to, the estimated
 time of arrival necessitated by the
resulting from the circumstances, in order to
current flight plan; enable the ATS unit to give
priority to the aircraft and
d) complete a normal to minimize conflict with
instrument approach other aircraft.
procedure as
specified for the Note 1.—
designated Responsibility of ATS
navigation aid; and units in situations of
unlawful interference is
e) land, if possible, contained in Annex 11.
within thirty
minutes after the
estimated time of
arrival specified in
c) or the last
acknowledged
expected approach
time, whichever is
later.

Note 1.— As evidenced

by the meteorological
conditions prescribed
therein, 3.6.5.2.1 relates
to all controlled flights,
whereas 3.6.5.2.2 relates
only to IFR flights.

Note 2.— The

provision of air traffic
control service to other
flights operating in the
airspace concerned will be
based on the premise that
an aircraft experiencing
communication failure will
comply with the rules in
3.6.5.2.2.

Note 3.— See also 5.1.2.

3.7
Unlawful
interferenc
e

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
5/11/98 and any
14
deviation
No. 34 from the
current flight plan
 Note 2.— Guidance material for use when appropriate regulations and administrative directives due
unlawful interference occurs and the aircraft is unable to regard shall be had to the provisions of Appendix 1, Section 2
notify an ATS unit of this fact is contained in Attachment B to and Appendix 2, Section 1.
this Annex.
Note.— Recognizing that it is essential for the safety
Note 3.— Action to be taken by SSR-equipped aircraft of flight that any visual signals employed in the event of
which are being subjected to unlawful interference is an interception which should be undertaken only as a last
contained in Annex 11, the PANS-RAC (Doc 4444) and resort be correctly employed and understood by civil and
the PANS-OPS (Doc 8168). military aircraft throughout the world, the Council of the
International Civil Aviation Organization, when adopting the
visual signals in Appendix 1 to this Annex, urged
Note 4.— Action to be taken by CPDLC-equipped Contracting States to ensure that they be strictly adhered to
aircraft which are being subjected to unlawful by their State aircraft. As interceptions of civil aircraft are,
interference is contained in Annex 11, the PANS-RAC in all cases, potentially hazardous, the Council has
(Doc 4444), and guidance material on the subject is also formulated special recommendations which
contained in the Manual of Air Traffic Services Data Link Contracting States are urged to apply in a uniform manner.
Applications (Doc 9694). These special recommendations are contained in
Attachment A.

3.8 Interception 3.8.2 The pilot-in-command of a civil aircraft,

when intercepted, shall comply with the Standards in
Note.— The word “interception” in this context does Appendix 2, Sections 2 and 3, interpreting and responding to
not include intercept and escort service provided, on visual signals as specified in Appendix 1, Section 2.
request, to an aircraft in distress, in accordance with
Volumes II and III of the International Aeronautical and Note.— See also 2.1.1 and 3.4.
Maritime Search and Rescue Manual (Doc 9731).

3.8.1 Interception of civil aircraft shall be governed

by appropriate regulations and administrative directives issued 3.9 VMC visibility and distance
by Contracting States in compliance with the Convention from cloud minima
on International Civil Aviation, and in particular Article
3(d) under which Contracting States undertake, when VMC visibility and distance from cloud minima are contained
issuing regulations for their State aircraft, to have due regard in Table 3-1.
for the safety of navigation of civil aircraft. Accordingly, in
drafting

15 4/11/99
5/11/98
No. 35
34
 Table 3-1*
(see 4.1)
Airspace class A***B C D E F G
ABOVE 900 m (3 000 ft) At and below 900 m
AMSL or above 300 m (3 000 ft) AMSL or 300 m
(1 000 ft) above terrain, (1 000 ft) above terrain,
whichever is the higher whichever is the higher
Distance from cloud 1 500 m horizontally Clear of cloud and
300 m (1 000 ft) vertically in sight of the surface
Flight visibility 8 km at and above 3 050 m (10 000 ft) AMSL 5 km**
5 km below 3 050 m (10 000 ft) AMSL

* When the height of the transition altitude is lower than 3 050 m (10 000 ft) AMSL, FL 100 should be used
in lieu of 10 000 ft.

** When so prescribed by the appropriate ATS authority:

a) lower flight visibilities to 1 500 m may be permitted for flights operating:

1) at speeds that, in the prevailing visibility, will give adequate opportunity to observe other traffic or
any obstacles in time to avoid collision; or

2) in circumstances in which the probability of encounters with other traffic would normally be low,
e.g. in areas of low volume traffic and for aerial work at low levels.

b) HELICOPTERS may be permitted to operate in less than 1 500 m flight visibility, if manoeuvred at a
speed that will give adequate opportunity to observe other traffic or any obstacles in time to
avoid collision.

*** The VMC minima in Class A airspace are included for guidance to pilots and do not imply
acceptance of VFR flights in Class A airspace.

4/11/99 16
No. 35
 CHAPTER 4. VISUAL FLIGHT RULES

4.1 Except when operating as a special VFR flight, VFR 4.7 Except where otherwise indicated in air traffic control
flights shall be conducted so that the aircraft is flown in clearances or specified by the appropriate ATS authority, VFR
conditions of visibility and distance from clouds equal to flights in level cruising flight when operated above 900 m
or greater than those specified in Table 3-1. (3 000 ft) from the ground or water, or a higher datum
as specified by the appropriate ATS authority, shall be
4.2 Except when a clearance is obtained from an air conducted at a flight level appropriate to the track as
traffic control unit, VFR flights shall not take off or land at an
specified in the Tables of cruising levels in Appendix 3.
aerodrome within a control zone, or enter the aerodrome traffic
zone or traffic pattern:
4.8 VFR flights shall comply with the provisions of 3.6:
a) when the ceiling is less than 450 m (1 500 ft); or
b) when the ground visibility is less than 5 km. a) when operated within Classes B, C and D airspace;

4.3 VFR flights between sunset and sunrise, or such other b) when forming part of aerodrome traffic at controlled
period between sunset and sunrise as may be prescribed by the aerodromes; or
appropriate ATS authority, shall be operated in accordance
with the conditions prescribed by such authority. c) when operated as special VFR flights.
4.4 Unless authorized by the appropriate ATS authority,
VFR flights shall not be operated: 4.9 A VFR flight operating within or into areas, or
along routes, designated by the appropriate ATS authority in
a) above FL 200; accord- ance with 3.3.1.2 c) or d) shall maintain continuous
air-ground voice communication watch on the appropriate
b) at transonic and supersonic speeds. communication channel of, and report its position as necessary
4.5 Authorization for VFR flights to operate above FL to, the air traffic services unit providing flight information
290 shall not be granted in areas where a vertical service.
separation minimum of 300 m (1 000 ft) is applied above FL
290. Note.— See Notes following 3.6.5.1.

4.6 Except when necessary for take-off or landing, or

4.10 An aircraft operated in accordance with the visual
except by permission from the appropriate authority, a
flight rules which wishes to change to compliance with
VFR flight shall not be flown:
the instrument flight rules shall:
a) over the congested areas of cities, towns or settlements
or over an open-air assembly of persons at a height less a) if a flight plan was submitted, communicate the
than 300 m (1 000 ft) above the highest obstacle within necessary changes to be effected to its current flight
a radius of 600 m from the aircraft; plan, or

b) elsewhere than as specified in 4.6 a), at a height b) when so required by 3.3.1.2, submit a flight plan to the
less than 150 m (500 ft) above the ground or water. appropriate air traffic services unit and obtain a
clearance prior to proceeding IFR when in controlled
Note.— See also 3.1.2. airspace.

ANNEX 2 17 4/11/99
No. 35
CHAPTER 5. INSTRUMENT FLIGHT RULES
 5.1 e VFR 5.2
Rules l flight Rules
applic s applicable
able to 5.1.3.1 An aircraft to IFR
all Except when necessary for electing to change the flights
IFR take-off or landing, or conduct of its flight from within
flights except when specifically compliance with the controlled
authorized by the instrument flight rules to airspace
appropriate authority, an compliance with the visual
5 IFR flight shall be flown at flight rules shall, if a flight 5.2.1 IFR flights shall
. a level which is not below plan was submitted, notify comply with the
1 the minimum flight the appropriate air provisions of 3.6 when
. altitude established by traffic services unit operated in controlled
1 the State whose territory specifically that the IFR airspace.
is overflown, or, where no flight is cancelled and
A such minimum flight communicate thereto the 5.2.2 An IFR flight
i altitude has been changes to be made to its operating in cruising
r established: current flight plan. flight in controlled
c airspace shall be flown at
r a) over high terrain or 5.1.3.2 When an a cruising level, or, if
a in mountainous aircraft operating under authorized to employ
f areas, at a level the instrument flight rules cruise climb techniques,
t which is at least is flown in or encounters between two levels or
600 m (2 000 ft) visual meteorological above a level, selected
above the highest conditions it shall not from:
e cancel its IFR flight
obstacle located
q unless it is anticipated,
within 8 km of the a) the Tables of cruising
u and intended, that the flight
estimated position of levels in Appendix 3, or
i will be continued for a
the aircraft;
p reasonable period of time
m b) a modified table of
b) elsewhere than as in uninterrupted visual cruising levels, when
e meteoro- logical
specified in a), at a so prescribed in
n conditions.
level which is at accordance with
t
least 300 m (1 000 Appendix 3 for flight
ft) above the highest above FL 410,
Aircraft shall be equipped
obstacle located
with suitable instruments
within 8 km of the except that the correlation
and with navigation
estimated position of of levels to track prescribed
equipment appropriate to
the aircraft. therein shall not apply
the route to be flown.
whenever otherwise
Note 1.— The indicated in air traffic
estimated position of the control clearances or
aircraft will take account specified by the appropriate
5
of the navigational ATS authority in
.
accuracy which can be Aeronautical Information
1
achieved on the relevant Publications.
.
route segment, having
2
regard to the navigational
facilities available on the
M ground and in the aircraft.
i 5.3 Rules
n applicable
Note 2.— See also
i to IFR
3.1.2.
m flights
u outside
m controlled
airspace
5.1.3
l Change
e from IFR
v 5
flight to
.
 3 C
. o
1 m
m
C u
r n
u i
i c
s a
i t
n i
g o
n
s
l
e
An IFR flight operating
v
outside controlled airspace
e
but within or into areas, or
l
along routes, designated
s
by the appropriate ATS
authority in accordance
An IFR flight operating
with 3.3.1.2 c) or d)
in level cruising flight
shall
outside of controlled
airspace shall be flown at a
cruising level appropriate
to its track as specified in:

a) the Tables of
cruising levels in
Appendix 3, except
when otherwise
specified by the
appropriate ATS
authority for flight
at or below 900 m
(3 000 ft) above
mean sea level; or

b) a modified table of
cruising levels, when
so prescribed in
accordance with
Appendix 3 for flight
above FL 410.

Note.— This provision

does not preclude the use
of cruise climb techniques
by aircraft in supersonic
flight.

5
.
3
.
2
Chapter 5 Annex 2 — Rules of the Air

19 5/11/98
No. 34
maintain an air-ground — maintain an air-
voice communication ground voice
watch on the appropriate communication
communication channel watch on the
and establish two-way appropriate
communication, as communication
necessary, with the air channel and
traffic services unit establish two-way
providing flight communication, as
information service. necessary, with the
air traffic
Note.— See Notes services
following 3.6.5.1. unit providing
flight information
service,
5.3.3
Positio shall report position as
n specified in 3.6.3 for
reports controlled flights.

An IFR flight operating Note.— Aircraft

outside controlled electing to use the air
airspace and required by traffic advisory service
the appropriate ATS whilst operating IFR within
authority to: specified advisory airspace
are expected to comply
— submit a flight with the provisions of 3.6,
plan, except that the flight plan
and changes thereto are
not subjected to clearances
and that two-way
communication will be
maintained with the unit
providing the air traffic
advisory service.

19 5/11/98
14/11/91
No. 34
 APPENDIX 1. SIGNALS
(Note.— See Chapter 3, 3.4 of the Annex)

1. DISTRESS AND URGENCY SIGNALS

Note 1.— None of the provisions in this section shall transmitted by hand but its transmission by means of
prevent the use, by an aircraft in distress, of any means at its an automatic instrument is recommended.
disposal to attract attention, make known its position and
obtain help. 3270 The radiotelephone alarm signal consists of two
substantially sinusoidal audio frequency tones
Note 2.— For full details of telecommunication transmitted alternately. One tone shall have a frequency
transmission procedures for the distress and urgency signals, of 2 200 Hz and the other a frequency of 1 300 Hz, the
see Annex 10, Volume II, Chapter 5. duration of each tone being 250 milliseconds.

Note 3.— For details of the search and rescue visual 3271 The radiotelephone alarm signal, when generated
signals, see Annex 12. by automatic means, shall be sent continuously for a period
of at least thirty seconds but not exceeding one
minute; when generated by other means, the signal shall
be sent as continuously as practicable over a period of
1.1 Distress signals approximately one minute.

The following signals, used either together or separately, mean

that grave and imminent danger threatens, and immediate 1.2 Urgency signals
assistance is requested:
1.2.1 The following signals, used either together or
a) a signal made by radiotelegraphy or by any other separately, mean that an aircraft wishes to give notice of
signalling method consisting of the group SOS difficulties which compel it to land without requiring
(. . . — — — . . . in the Morse Code); immediate assistance:

b) a radiotelephony distress signal consisting of the spoken a) the repeated switching on and off of the landing lights;
word MAYDAY; or

c) a distress message sent via data link which transmits the b) the repeated switching on and off of the navigation
intent of the word MAYDAY; lights in such manner as to be distinct from flashing
navigation lights.
d) rockets or shells throwing red lights, fired one at a time
1.2.2 The following signals, used either together or
at short intervals;
separately, mean that an aircraft has a very urgent message to
transmit concerning the safety of a ship, aircraft or other
e) a parachute flare showing a red light. vehicle, or of some person on board or within sight:

Note.— Article 41 of the ITU Radio Regulations (Nos. a) a signal made by radiotelegraphy or by any
3268, other signalling method consisting of the group XXX;
3270 and 3271 refer) provides information on the alarm
signals for actuating radiotelegraph and radiotelephone b) a radiotelephony urgency signal consisting of the spoken
auto-alarm systems: words PAN, PAN;

3268 The radiotelegraph alarm signal consists of a c) an urgency message sent via data link which
series of twelve dashes sent in one minute, the duration of transmits the intent of the words PAN, PAN.
each dash being four seconds and the duration of the
interval between consecutive dashes one second. It may be 14/11/91

ANNEX 2 21 5/11/98
No. 34
Annex 2 — Rules of the Appendix
Air 1
2. SIGNALS FOR USE IN THE EVENT OF INTERCEPTION

2.1 Signals initiated by intercepting aircraft and responses by intercepted aircraft

Series INTERCEPTING Aircraft Signals Meaning INTERCEPTED Aircraft Responds Meaning

1 DAY or NIGHT — Rocking aircraft and You have DAY or NIGHT — Rocking aircraft, flashing Understood,
flashing navigational lights at irregular been navigational lights at irregular intervals and will comply.
intervals (and landing lights in the case of a intercepted. following.
helicopter) from a position slightly above and Follow me.
ahead of, and normally to the left of, the Note.— Additional action required to be
intercepted aircraft (or to the right if the taken by intercepted aircraft is prescribed in
intercepted aircraft is a helicopter) and, after Chapter 3, 3.8.
acknowledgement, a slow level turn, normally
to the left, (or to the right in the case of a
helicopter) on the desired heading.

Note 1.— Meteorological conditions or

terrain may require the intercepting aircraft to
reverse the positions and direction of turn
given above in Series 1.

Note 2.— If the intercepted aircraft is not

able to keep pace with the intercepting aircraft,
the latter is expected to fly a series of race-
track patterns and to rock the aircraft each
time it passes the intercepted aircraft.

2 DAY or NIGHT — An abrupt break-away You may DAY or NIGHT — Rocking the aircraft. Understood,
manoeuvre from the intercepted aircraft proceed. will comply.
consisting of a climbing turn of 90 degrees or
more without crossing the line of flight of the
intercepted aircraft.

3 DAY or NIGHT — Lowering landing gear (if Land at this DAY or NIGHT — Lowering landing gear, Understood,
fitted), showing steady landing lights and aerodrome. (if fitted), showing steady landing lights and will comply.
overflying runway in use or, if the intercepted following the intercepting aircraft and, if,
aircraft is a helicopter, overflying the helicopter after overflying the runway in use or
landing area. In the case of helicopters, the helicopter landing area, landing is considered
intercepting helicopter makes a landing safe, proceeding to land.
approach, coming to hover near to the landing
area.

2.2 Signals initiated by intercepted aircraft and responses by intercepting aircraft

Series INTERCEPTED Aircraft Signals Meaning INTERCEPTING Aircraft Responds Meaning

4 DAY or NIGHT — Raising landing gear (if Aerodrome DAY or NIGHT — If it is desired that the Understood,
fitted) and flashing landing lights while passing you have intercepted aircraft follow the intercepting follow me.
over runway in use or helicopter landing area designated is aircraft to an alternate aerodrome, the
at a height exceeding 300 m (1 000 ft) but not inadequate. intercepting aircraft raises its landing gear
exceeding 600 m (2 000 ft) (in the case of a (if fitted) and uses the Series 1 signals
helicopter, at a height exceeding 50 m (170 ft) prescribed for intercepting aircraft.
but not exceeding 100 m (330 ft)) above the
aerodrome level, and continuing to circle If it is decided to release the intercepted Understood, you
runway in use or helicopter landing area. If aircraft, the intercepting aircraft uses the may proceed.
unable to flash landing lights, flash any other Series 2 signals prescribed for intercepting
lights available. aircraft.

5 DAY or NIGHT — Regular switching on and Cannot DAY or NIGHT — Use Series 2 signals Understood.
off of all available lights but in such a manner comply. prescribed for intercepting aircraft.
as to be distinct from flashing lights.

6 DAY or NIGHT — Irregular flashing of In distress. DAY or NIGHT — Use Series 2 signals Understood.
all available lights. prescribed for intercepting aircraft.

14/11/91 22
Appendix 1 Annex 2 — Rules of the Air

3. VISUAL SIGNALS USED TO WARN AN UNAUTHORIZED AIRCRAFT FLYING IN,

OR ABOUT TO ENTER A RESTRICTED, PROHIBITED OR DANGER AREA
By day and by night, a series of projectiles discharged unauthorized aircraft that it is flying in or about to enter
from the ground at intervals of 10 seconds, each a restricted, prohibited or danger area, and that the aircraft is
showing, on bursting, red and green lights or stars will to take such remedial action as may be necessary.
indicate to an

4. SIGNALS FOR AERODROME TRAFFIC

4.1 Light and pyrotechnic signals

4.1.1 Instructions

From Aerodrome Control to:

Light
Aircraft in flight Aircraft on the ground

Steady green Cleared to land Cleared for take-off

aircraft concerned
Directed towards

(see Figure 1.1)

Steady red Give way to other aircraft Stop

and continue circling
Series of green flashes Return for landing* Cleared to taxi
Series of red flashes Aerodrome unsafe, do not land Taxi clear of landing area in use
Series of white flashes Land at this aerodrome and Return to starting point
proceed to apron* on the aerodrome
Red pyrotechnic Notwithstanding any previous instructions,
do not land for the time being
* Clearances to land and to taxi will be given in due course.

RE D PY ROT ECHNIC

NOT WITHS TA NDING ANY

P REV IOUS INSTRUCT
LA ND AT T HIS AE RODROM E A ND PRO CEE D TO AP IONS , DO NO T LA ND
RON FO R THE TIME B EING

TAX IING A IRCRAF T

TAKE-OF F POSITION

Figure 1.1 (see 4.1.1) TOWE R

Corr. 5 23 14/11/91
30/11/01
Annex 2 — Rules of the Appendix
Air 1
4.1.2 Acknowledgement by an aircraft

a) When in flight:

1) during the hours of daylight:

— by rocking the aircraft’s wings; Figure 1.3

Note.— This signal should not be expected on the base and

final legs of the approach.
4.2.3 Use of runways and taxiways
2) during the hours of darkness:
4.2.3.1 A horizontal white dumb-bell (Figure 1.4)
— by flashing on and off twice the aircraft’s when displayed in a signal area indicates that aircraft are
landing lights or, if not so equipped, by switching on required to land, take off and taxi on runways and taxiways
and off twice its navigation lights. only.

b) When on the ground:

1) during the hours of daylight:

— by moving the aircraft’s ailerons or rudder;

2) during the hours of darkness:

Figure 1.4
— by flashing on and off twice the aircraft’s
landing lights or, if not so equipped, by switching on
and off twice its navigation lights.
4.2.3.2 The same horizontal white dumb-bell as in 4.2.3.1
but with a black bar placed perpendicular to the shaft
4.2 Visual ground signals across each circular portion of the dumb-bell (Figure 1.5)
when displayed in a signal area indicates that aircraft are
Note.— For details of visual ground aids, see Annex 14. required to land and take off on runways only, but other
manoeuvres need not be confined to runways and taxiways.

4.2.1 Prohibition of landing

A horizontal red square panel with yellow diagonals

(Figure 1.2) when displayed in a signal area indicates that
landings are prohibited and that the prohibition is liable to be
prolonged.

Figure 1.5

4.2.4 Closed runways or taxiways

Figure 1.2 Crosses of a single contrasting colour, yellow or white

(Figure 1.6), displayed horizontally on runways and taxiways
or parts thereof indicate an area unfit for movement of aircraft.
4.2.2 Need for special precautions
while approaching or landing

A horizontal red square panel with one yellow

diagonal (Figure 1.3) when displayed in a signal area
indicates that owing to the bad state of the manoeuvring
area, or for any other reason, special precautions must
be observed in approaching to land or in landing.
Figure 1.6
14/11/91 24
Appendix Annex 2 — Rules of the Air
1
4.2.5 Directions for landing or take-off

4.2.5.1 A horizontal white or orange landing T (Figure

1.7) indicates the direction to be used by aircraft for
landing and take-off, which shall be in a direction parallel to
the shaft of the T towards the cross arm.

Note.— When used at night, the landing T is Figure 1.9

either illuminated or outlined in white coloured lights.

4.2.7 Air traffic services reporting office

The letter C displayed vertically in black against a yellow

background (Figure 1.10) indicates the location of the air
traffic services reporting office.
Figure 1.7

4.2.5.2 A set of two digits (Figure 1.8) displayed

vertically at or near the aerodrome control tower indicates to
aircraft on the manoeuvring area the direction for take-off,
expressed in units of 10 degrees to the nearest 10 degrees of
the magnetic compass. Figure 1.10

4.2.8 Glider flights in operation

A double white cross displayed horizontally (Figure 1.11)

Figure 1.8 in the signal area indicates that the aerodrome is being used
by gliders and that glider flights are being performed.

4.2.6 Right-hand traffic

When displayed in a signal area, or horizontally at the end of

the runway or strip in use, a right-hand arrow of conspicuous
colour (Figure 1.9) indicates that turns are to be made to the
right before landing and after take-off. Figure 1.11

25 14/11/91
Annex 2 — Rules of the Appendix
Air 1
5. MARSHALLING SIGNALS

14/11/91 26
Appendix Annex 2 — Rules of the Air
1

5.1 From a signalman to an aircraft

2. This bay
Note 1.— These signals are designed for use by
the signalman, with hands illuminated as necessary to Arms above head in
facilitate observation by the pilot, and facing the aircraft in a vertical position with
position: palms facing inward.

a) for fixed-wing aircraft, forward of the left-wing tip

within view of the pilot; and

b) for helicopters, where the signalman can best be seen by

the pilot.

Note 2.— The meaning of the relevant signals remains the

same if bats, illuminated wands or torchlights are held.

Note 3.— The aircraft engines are numbered, for the

signalman facing the aircraft, from right to left (i.e. No. 1
engine being the port outer engine).

Note 4.— Signals marked with an asterisk are designed for

use to hovering helicopters. 3. Proceed to next signalman

5.1.1 Prior to using the following signals, the Right or left arm
signalman shall ascertain that the area within which an down, other arm
aircraft is to be guided is clear of objects which the aircraft, in moved across the body
complying with and extended to
3.4.1, might otherwise strike. indicate direction of
next signalman.
Note.— The design of many aircraft is such that the path of
the wing tips, engines and other extremities cannot always be
monitored visually from the flight deck while the aircraft
is being manoeuvred on the ground.

1. To proceed under further guidance by signalman

Signalman directs pilot 4. Move ahead

if traffic conditions on
aerodrome require this Arms a little aside,
action. palms facing backward
and repeatedly moved
upward-backward from
shoulder height.

25 14/11/91
14/11/91 28
 5. Turn 8. Chocks

a) Turn to your a) Chocks inserted:

left: right arm arms down, palms
downward, left arm facing inwards, move
repeatedly moved arms from extended
upward- backward. position inwards.
Speed of
arm movement indi-cating b) Chocks removed:
rate of turn. arms down, palms
facing outwards, move
b) Turn to your right: arms outwards.
left arm downward,
right arm repeatedly
moved upward-
backward. Speed of
arm movement indi-cating
rate of turn. 9. Start engine(s)

Left hand overhead

with appropriate
number of fingers
6. Stop extended, to indicate
the number of the
Arms repeatedly engine to be started,
crossed above head and circular motion of
(the rapidity of the right hand at head
arm movement level.
should be related to
the urgency of the
stop, i.e. the faster
the movement the 10. Cut engines
quicker the stop).
Either arm and hand
level with shoulder,
hand across throat,
palm downward. The
hand is moved sideways
7. Brakes with the arm remaining
bent.
a) Engage brakes:
raise arm and hand,
with fingers extended,
horizontally in front of
body, then clench fist. 11. Slow down

b) Release brakes: Arms down with palms

raise arm, with fist toward ground, then
clenched, horizontally moved up and down
in front of body, then several times.
extend fingers.

27 14/11/91
 12. Slow down engine(s) on indicated side 15. All clear

Arms down with palms

toward ground, then
either right or left hand Right arm raised at
waved up and down elbow with thumb
indicating the left or erect.
right side engine(s)
respectively should be
slowed down.

13. Move back *16. Hover

Arms by sides, palms

facing forward, swept
forward and upward Arms extended
repeatedly to shoulder horizontally
height. sideways.

*17. Move upwards

14. Turns while backing
Arms extended
a) For tail to starboard: horizontally to the
point left arm down, side beckoning
and right arm brought upwards, with
from overhead, vertical palms turned up.
position to horizontal Speed of movement
forward position, indicates rate of
repeating right arm ascent.
movement.

*18. Move downwards

b) For tail to port: Arms extended

point right arm down, horizontally to the
and left arm brought side beckoning
from overhead, vertical downwards, with
position to horizontal palms turned
forward position, down. Speed of
repeating left arm movement indicates
movement. rate of descent.
 5.2 From the pilot of an aircraft
*19. Move horizontally to a signalman
Appropriate arm Note 1.— These signals are designed for use by a pilot in the

29 14/11/91
extended horizon- cockpit with hands plainly visible to the signalman,
tally sideways in and illuminated as necessary to facilitate observation by
direction of move- the signalman.
ment and other arm
moved in front of Note 2.— The aircraft engines are numbered in relation to
body in same the signalman facing the aircraft, from right to left (i.e. No. 1
direction, in a engine being the port outer engine).
repeating
movement.
5.2.1 Brakes

Note.— The moment the fist is clenched or the fingers are

extended indicates, respectively, the moment of
brake engagement or release.

a) Brakes engaged: raise arm and hand, with

fingers extended, horizontally in front of face, then
clench fist.

b) Brakes released: raise arm, with fist clenched,

horizontally in front of face, then extend fingers.

5.2.2 Chocks

*20. Land a) Insert chocks: arms extended, palms outwards, move

hands inwards to cross in front of face.
Arms crossed and
extended downwards b) Remove chocks: hands crossed in front of face,
in front of the body. palms outwards, move arms outwards.

5.2.3 Ready to start engine(s)

Raise the appropriate number of fingers on one hand

indicating the number of the engine to be started.

29 14/11/91
 APPENDIX 2. INTERCEPTION OF CIVIL AIRCRAFT
(Note.— See Chapter 3, 3.8 of the Annex)

1. Principles to be observed by States 2. Action by intercepted aircraft

1.1 To achieve the uniformity in regulations which is 2.1 An aircraft which is intercepted by another aircraft
necessary for the safety of navigation of civil aircraft due shall immediately:
regard shall be had by Contracting States to the following
principles when developing regulations and a) follow the instructions given by the intercepting aircraft,
administrative directives: interpreting and responding to visual signals
in accordance with the specifications in Appendix 1;
a) interception of civil aircraft will be undertaken only as
a last resort; b) notify, if possible, the appropriate air traffic
services unit;
b) if undertaken, an interception will be limited to
determining the identity of the aircraft, unless it is c) attempt to establish radiocommunication with the
necessary to return the aircraft to its planned track, direct intercepting aircraft or with the appropriate intercept
it beyond the boundaries of national airspace, guide control unit, by making a general call on the
it away from a prohibited, restricted or danger area emergency frequency 121.5 MHz, giving the identity
or instruct it to effect a landing at a designated of the intercepted aircraft and the nature of the flight;
aerodrome; and if no contact has been established and if
practicable, repeating this call on the emergency
c) practice interception of civil aircraft will not be frequency 243 MHz;
undertaken;
d) if equipped with SSR transponder, select Mode A, Code
d) navigational guidance and related information will 7700, unless otherwise instructed by the appropriate air
be given to an intercepted aircraft by traffic services unit.
radiotelephony, whenever radio contact can be
established; and
2.2 If any instructions received by radio from any sources
e) in the case where an intercepted civil aircraft is required conflict with those given by the intercepting aircraft by visual
to land in the territory overflown, the aerodrome signals, the intercepted aircraft shall request immediate
designated for the landing is to be suitable for the safe clarification while continuing to comply with the
landing of the aircraft type concerned. visual instructions given by the intercepting aircraft.

Note.— In the unanimous adoption by the 25th 2.3 If any instructions received by radio from any sources
Session (Extraordinary) of the ICAO Assembly on 10 May conflict with those given by the intercepting aircraft by radio,
1984 of Article 3 bis to the Convention on International Civil the intercepted aircraft shall request immediate clarification
Aviation, the Contracting States have recognized that “every while continuing to comply with the radio instructions
State must refrain from resorting to the use of weapons given by the intercepting aircraft.
against civil aircraft in flight.”

1.2 Contracting States shall publish a standard method

that has been established for the manoeuvring of aircraft
intercepting a civil aircraft. Such method shall be designed to 3. Radiocommunication during interception
avoid any hazard for the intercepted aircraft.
If radio contact is established during interception but
Note.— Special recommendations regarding a method communication in a common language is not possible,
for the manoeuvring are contained in Attachment A, Section attempts shall be made to convey instructions,
3. acknowledge- ment of instructions and essential
information by using the phrases and pronunciations in
1.3 Contracting States shall ensure that provision is made Table 2.1 and transmitting each phrase twice:
for the use of secondary surveillance radar, where available, to
identify civil aircraft in areas where they may be subject
to interception.

14/11/91 30 ANNEX 2
Appendix Annex 2 — Rules of the Air
2
Table 2.1

Phrases for use by INTERCEPTING aircraft Phrases for use by INTERCEPTED aircraft

Phrase Pronunciation1 Meaning Phrase Pronunciation1 Meaning

31 14/11/91
Appendix Annex 2 — Rules of the Air
2

CALL SIGN KOL SA-IN What is your call sign? CALL SIGN KOL SA-IN My call sign is (call sign)
2
FOLLOW FOL-LO Follow me DESCEND (call sign) (call sign)
WILCO VILL-KO Understood
DEE-SEND Descend for landing
Will comply
YOU LAND YOU LAAND Land at this aerodrome
CAN NOT KANN NOTT Unable to comply
PROCEED PRO-SEED You may proceed
REPEAT REE-PEET Repeat your instruction
AM LOST AM LOSST Position unknown
MAYDAY MAYDAY I am in distress
3
HIJACK HI-JACK I have been hijacked
LAND LAAND I request to land at
(place name) (place name) (place name)
DESCEND DEE-SEND I require descent

1. In the second column, syllables to be emphasized are underlined.

2. The call sign required to be given is that used in radiotelephony communications with air traffic services units and corresponding to the
aircraft identification in the flight plan.

3. Circumstances may not always permit, nor make desirable, the use of the phrase “HIJACK”.

31 14/11/91
 APPENDIX 3. TABLES OF CRUISING LEVELS

The cruising levels to be observed when so required by this Annex are as follows:

a) in areas where, on the basis of regional air navigation agreement and in accordance with conditions specified therein, a vertical
separation minimum (VSM) of 300 m (1 000 ft) is applied between FL 290 and FL 410 inclusive:*

TRACK**

From 000 degrees to 179 degrees*** From 180 degrees to 359 degrees***
IFR Flights VFR Flights IFR Flights VFR Flights
Altitude Altitude Altitude Altitude
FL Metres Feet FL Metres Feet FL Metres Feet FL Metres Feet

–90 – – – 0 – – –
10 300 1 000 – – – 20 600 2 000 – – –
30 900 3 000 35 1 050 3 500 40 1 200 4 000 45 1 350 4 500
50 1 500 5 000 55 1 700 5 500 60 1 850 6 000 65 2 000 6 500
70 2 150 7 000 75 2 300 7 500 80 2 450 8 000 85 2 600 8 500
90 2 750 9 000 95 2 900 9 500 100 3 050 10 000 105 3 200 10 500

110 3 350 11 000 115 3 500 11 500 120 3 650 12 000 125 3 800 12 500
130 3 950 13 000 135 4 100 13 500 140 4 250 14 000 145 4 400 14 500
150 4 550 15 000 155 4 700 15 500 160 4 900 16 000 165 5 050 16 500
170 5 200 17 000 175 5 350 17 500 180 5 500 18 000 185 5 650 18 500
190 5 800 19 000 195 5 950 19 500 200 6 100 20 000 205 6 250 20 500

210 6 400 21 000 215 6 550 21 500 220 6 700 22 000 225 6 850 22 500
230 7 000 23 000 235 7 150 23 500 240 7 300 24 000 245 7 450 24 500
250 7 600 25 000 255 7 750 25 500 260 7 900 26 000 265 8 100 26 500
270 8 250 27 000 275 8 400 27 500 280 8 550 28 000 285 8 700 28 500
290 8 850 29 000 300 9 150 30 000

310 9 450 31 000 320 9 750 32 000

330 10 050 33 000 340 10 350 34 000
350 10 650 35 000 360 10 950 36 000
370 11 300 37 000 380 11 600 38 000
390 11 900 39 000 400 12 200 40 000

410 12 500 41 000 430 13 100 43 000

450 13 700 45 000 470 14 350 47 000
490 14 950 49 000 510 15 550 51 000
etc. etc. etc. etc. etc. etc.

* Except when, on the basis of regional air navigation agreements, a modified table of cruising levels based on a nominal vertical
separation minimum of 300 m (1 000 ft) is prescribed for use, under specified conditions, by aircraft operating above FL 410 within
designated portions of the airspace.

** Magnetic track, or in polar areas at latitudes higher than 70 degrees and within such extensions to those areas as may be prescribed by
the appropriate ATS authorities, grid tracks as determined by a network of lines parallel to the Greenwich Meridian superimposed on a
polar stereographic chart in which the direction towards the North Pole is employed as the Grid North.

*** Except where, on the basis of regional air navigation agreements, from 090 to 269 degrees and from 270 to 089 degrees is prescribed
to accommodate predominant traffic directions and appropriate transition procedures to be associated therewith are specified.

Note.— Guidance material relating to vertical separation is contained in the Manual on Implementation of a 300 m (1 000 ft)
Vertical Separation Minimum Between FL 290 and FL 410 Inclusive (Doc 9574).
1 3
0
N
o
Appendix Annex 2 — Rules of the Air
3
b) in other areas:

TRACK*

From 000 degrees to 179 degrees** From 180 degrees to 359 degrees**
IFR Flights VFR Flights IFR Flights VFR Flights
Altitude Altitude Altitude Altitude
FL Metres Feet FL Metres Feet FL Metres Feet FL Metres Feet

–90 – – – 0 – – –
10 300 1 000 – – – 20 600 2 000 – – –
30 900 3 000 35 1 050 3 500 40 1 200 4 000 45 1 350 4 500
50 1 500 5 000 55 1 700 5 500 60 1 850 6 000 65 2 000 6 500
70 2 150 7 000 75 2 300 7 500 80 2 450 8 000 85 2 600 8 500
90 2 750 9 000 95 2 900 9 500 100 3 050 10 000 105 3 200 10 500

110 3 350 11 000 115 3 500 11 500 120 3 650 12 000 125 3 800 12 500
130 3 950 13 000 135 4 100 13 500 140 4 250 14 000 145 4 400 14 500
150 4 550 15 000 155 4 700 15 500 160 4 900 16 000 165 5 050 16 500
170 5 200 17 000 175 5 350 17 500 180 5 500 18 000 185 5 650 18 500
190 5 800 19 000 195 5 950 19 500 200 6 100 20 000 205 6 250 20 500

210 6 400 21 000 215 6 550 21 500 220 6 700 22 000 225 6 850 22 500
230 7 000 23 000 235 7 150 23 500 240 7 300 24 000 245 7 450 24 500
250 7 600 25 000 255 7 750 25 500 260 7 900 26 000 265 8 100 26 500
270 8 250 27 000 275 8 400 27 500 280 8 550 28 000 285 8 700 28 500
290 8 850 29 000 300 9 150 30 000 310 9 450 31 000 320 9 750 32 000

330 10 050 33 000 340 10 350 34 000 350 10 650 35 000 360 10 950 36 000
370 11 300 37 000 380 11 600 38 000 390 11 900 39 000 400 12 200 40 000

410 12 500 41 000 420 12 800 42 000 430 13 100 43 000 440 13 400 44 000
450 13 700 45 000 460 14 000 46 000 470 14 350 47 000 480 14 650 48 000
490 14 950 49 000 500 15 250 50 000 510 15 550 51 000 520 15 850 52 000
etc. etc. etc. etc. etc. etc. etc. etc. etc. etc. etc. etc.

* Magnetic track, or in polar areas at latitudes higher than 70 degrees and within such extensions to those areas as may be prescribed by the
appropriate ATS authorities, grid tracks as determined by a network of lines parallel to the Greenwich Meridian superimposed on a
polar stereographic chart in which the direction towards the North Pole is employed as the Grid North.

** Except where, on the basis of regional air navigation agreements, from 090 to 269 degrees and from 270 to 089 degrees is prescribed
to accommodate predominant traffic directions and appropriate transition procedures to be associated therewith are specified.

Note.— Guidance material relating to vertical separation is contained in the Manual on Implementation of a 300 m (1 000 ft)
Vertical Separation Minimum Between FL 290 and FL 410 Inclusive (Doc 9574).
Appendix Annex 2 — Rules of the Air
3

32A 1
0N
o

33
APPENDIX 4. UNMANNED FREE BALLOONS
(Note.— See Chapter 3, 3.1.9 of the Annex)
 1. Classification of unmanned free balloons 2.3 The authorization referred to in 2.2 shall be obtained
prior to the launching of the balloon if there is reasonable
Unmanned free balloons shall be classified as: expectation, when planning the operation, that the balloon may
drift into airspace over the territory of another State. Such
a) light: an unmanned free balloon which carries a payload authorization may be obtained for a series of balloon flights or
of one or more packages with a combined mass of less for a particular type of recurring flight, e.g. atmospheric
than 4 kg, unless qualifying as a heavy balloon in research balloon flights.
accordance with c) 2), 3) or 4) below; or
2.4 An unmanned free balloon shall be operated in
b) medium: an unmanned free balloon which carries a accordance with conditions specified by the State of Registry
payload of two or more packages with a combined mass and the State(s) expected to be overflown.
of 4 kg or more, but less than 6 kg, unless qualifying as
a heavy balloon in accordance with c) 2), 3) or 4) below; 2.5 An unmanned free balloon shall not be operated in
or such a manner that impact of the balloon, or any part thereof,
including its payload, with the surface of the earth, creates a
c) heavy: an unmanned free balloon which carries hazard to persons or property not associated with the
a payload which: operation.

1) has a combined mass of 6 kg or more; or 2.6 A heavy unmanned free balloon shall not be operated
over the high seas without prior co-ordination with
2) includes a package of 3 kg or more; or the appropriate ATS authority.

3) includes a package of 2 kg or more with an area

density of more than 13 g per square centimetre; or
3. Operating limitations and
4) uses a rope or other device for suspension of the equipment requirements
payload that requires an impact force of 230 N
or more to separate the suspended payload from 3.1 A heavy unmanned free balloon shall not be operated
the balloon. without authorization from the appropriate ATS authority at or
through any level below 18 000 m (60 000 ft) pressure-
Note 1.— The area density referred to in c) 3) is altitude at which:
determined by dividing the total mass in grams of the payload
package by the area in square centimetres of its smallest a) there are clouds or obscuring phenomena of more than
surface. four oktas coverage; or

Note 2.— See Figure 4.1. b) the horizontal visibility is less than 8 km.

3.2 A heavy or medium unmanned free balloon shall not

be released in a manner that will cause it to fly lower
2. General operating rules than
300 m (1 000 ft) over the congested areas of cities, towns or
2.1 An unmanned free balloon shall not be operated settlements or an open-air assembly of persons not associated
without appropriate authorization from the State from with the operation.
which the launch is made.
3.3 A heavy unmanned free balloon shall not be operated
2.2 An unmanned free balloon, other than a light balloon unless:
used exclusively for meteorological purposes and operated in
the manner prescribed by the appropriate authority, shall a) it is equipped with at least two payload flight-
not be operated across the territory of another State termination devices or systems, whether automatic or
without appropriate authorization from the other State operated by telecommand, that operate independently of
concerned. each other;

ANNEX 2 33 10/11/94
4/11/91
No. 31
Annex 2 — Rules of the Appendix
Air 4

Figure 4.1 Classification of unmanned free balloons

14/11/91 34
Appendix 4 Annex 2 — Rules of the Air
 b) for polyethylene zero-pressure balloons, at least two a) when it becomes known that weather conditions are less
methods, systems, devices, or combinations thereof, that than those prescribed for the operation;
function independently of each other are employed
for terminating the flight of the balloon envelope; b) if a malfunction or any other reason makes further
operation hazardous to air traffic or to persons
Note.— Superpressure balloons do not require these or property on the surface; or
devices as they quickly rise after payload discharge and burst
without the need for a device or system designed to puncture c) prior to unauthorized entry into the airspace
the balloon envelope. In this context a superpressure balloon over another State’s territory.
is a simple non-extensible envelope capable of withstanding a
differential of pressure, higher inside than out. It is inflated so
that the smaller night-time pressure of the gas still fully
extends the envelope. Such a superpressure balloon will keep 5. Flight notification
essentially constant level until too much gas diffuses out of it.

c) the balloon envelope is equipped with either a radar 5.1 Pre-flight notification
reflective device(s) or radar reflective material that will
present an echo to surface radar operating in the 5.1.1 Early notification of the intended flight of
200 an unmanned free balloon in the medium or heavy category,
MHz to 2 700 MHz frequency range, and/or the balloon shall be made to the appropriate air traffic services unit not less
is equipped with such other devices as will permit than seven days before the date of the intended flight.
continuous tracking by the operator beyond the range of
ground-based radar. 5.1.2 Notification of the intended flight shall include such
of the following information as may be required by the
3.4 A heavy unmanned free balloon shall not be operated appropriate air traffic services unit:
in an area where ground-based SSR equipment is in use,
unless it is equipped with a secondary surveillance radar a) balloon flight identification or project code name;
transponder, with altitude reporting capability, which is
continuously operating on an assigned code, or which can be b) balloon classification and description;
turned on when necessary by the tracking station.
c) SSR code or NDB frequency as applicable;
3.5 An unmanned free balloon that is equipped with a
trailing antenna that requires a force of more than 230 N d) operator’s name and telephone number;
to break it at any point, shall not be operated unless the
antenna has coloured pennants or streamers that are e) launch site;
attached at not more than 15 m intervals.
f) estimated time of launch (or time of commencement and
3.6 A heavy unmanned free balloon shall not be operated completion of multiple launches);
below 18 000 m (60 000 ft) pressure-altitude between sunset
and sunrise or such other period between sunset and g) number of balloons to be launched and the
sunrise (corrected to the altitude of operation) as may be scheduled interval between launches (if multiple
prescribed by the appropriate ATS authority, unless the launches);
balloon and its attachments and payload, whether or
not they become separated during the operation, are h) expected direction of ascent;
lighted.
i) cruising level(s) (pressure-altitude);
3.7 A heavy unmanned free balloon that is equipped with
a suspension device (other than a highly j) the estimated elapsed time to pass 18 000 m (60 000 ft)
conspicuously coloured open parachute) more than 15 m pressure-altitude or to reach cruising level if at or below
long, shall not be operated between sunrise and sunset below 18 000 m (60 000 ft), together with the estimated
18 000 m (60 000 ft) pressure-altitude unless the suspension location;
device is coloured in alternate bands of high conspicuity
colours or has coloured pennants attached. Note.— If the operation consists of continuous
launchings, the time to be included is the estimated time
at which the first and the last in the series will reach the
appropriate level (e.g. 122136Z-130330Z).
4. Termination
k) the estimated date and time of termination of the flight
The operator of a heavy unmanned free balloon shall activate and the planned location of the impact/recovery area. In
the appropriate termination devices required by 3.3 a) and b) the case of balloons carrying out flights of
above:
long

35 14/11/91
Annex 2 — Rules of the Appendix
Air 4
duration, as a result of which the date and time of medium or heavy unmanned free balloon, previously notified
termination of the flight and the location of impact in accordance with 5.1, has been cancelled.
cannot be forecast with accuracy, the term “long
duration” shall be used.

Note.— If there is to be more than one location 6. Position recording and reports
of impact/recovery, each location is to be listed
together with the appropriate estimated time of impact. 6.1 The operator of a heavy unmanned free
If there is to be a series of continuous impacts, the balloon operating at or below 18 000 m (60 000 ft)
time to be included is the estimated time of the first pressure-altitude shall monitor the flight path of the balloon
and the last in the series (e.g. 070330Z-072300Z). and forward reports of the balloon’s position as requested by
air traffic services. Unless air traffic services require
5.1.3 Any changes in the pre-launch information notified reports of the balloon’s position at more frequent intervals,
in accordance with 5.1.2 above shall be forwarded to the the operator shall record the position every 2 hours.
air traffic services unit concerned not less than 6 hours before
the estimated time of launch, or in the case of solar or 6.2 The operator of a heavy unmanned free
cosmic disturbance investigations involving a critical time balloon operating above 18 000 m (60 000 ft) pressure-
element, not less than 30 minutes before the estimated altitude shall monitor the flight progress of the balloon and
time of the commencement of the operation. forward reports of the balloon’s position as requested by air
traffic services. Unless air traffic services require reports
of the balloon’s position at more frequent intervals, the
operator shall record the position every 24 hours.
5.2 Notification of launch
6.3 If a position cannot be recorded in accordance with
Immediately after a medium or heavy unmanned free balloon
6.1 and 6.2, the operator shall immediately notify the
is launched the operator shall notify the appropriate air traffic
appropriate air traffic services unit. This notification shall
services unit of the following:
include the last recorded position. The appropriate air
traffic services unit shall be notified immediately when
a) balloon flight identification;
tracking of the balloon is re-established.
b) launch site;
6.4 One hour before the beginning of planned descent of
a heavy unmanned free balloon, the operator shall forward to
c) actual time of launch;
the appropriate ATS unit the following information regarding
the balloon:
d) estimated time at which 18 000 m (60 000 ft) pressure-
altitude will be passed, or the estimated time at
a) the current geographical position;
which the cruising level will be reached if at or below 18
000 m (60 000 ft), and the estimated location; and
b) the current level (pressure-altitude);
e) any changes to the information previously notified
c) the forecast time of penetration of 18 000 m (60 000 ft)
in accordance with 5.1.2 g) and h).
pressure-altitude, if applicable;

d) the forecast time and location of ground impact.

5.3 Notification of cancellation
6.5 The operator of a heavy or medium unmanned
The operator shall notify the appropriate air traffic services free balloon shall notify the appropriate air traffic services
unit immediately it is known that the intended flight of a unit when the operation is ended.

14/11/91 36
 ATTACHMENT A. INTERCEPTION OF CIVIL AIRCRAFT
(Note.— See Chapter 3, 3.8 of the Annex and associated Note)

Note.— In the interest of completeness, the substance of the b) areas prohibited to all civil flights and areas in
provisions in Appendix 2 to the Annex is incorporated in this which civil flight is not permitted without special
Attachment. authorization by the State be clearly promulgated in
aeronautical information publications (AIP) in
accordance with the provisions of Annex 15, together
1. In accordance with Article 3 d) of the Convention on with the risk, if any, of interception in the event of
International Civil Aviation the Contracting States of ICAO penetration of such areas. When delineating such
“undertake, when issuing regulations for their state aircraft, areas in close proximity to promulgated ATS routes,
that they will have due regard for the safety of navigation of or other frequently used tracks, States should take
civil aircraft”. As interceptions of civil aircraft are, in all into account the availability and over-all systems
cases, potentially hazardous, the Council of ICAO has accuracy of the navigation systems to be used by civil
formulated the following special recommendations which aircraft and their ability to remain clear of the
Contracting States are urged to implement through appro- delineated areas;
priate regulatory and administrative action. The uniform
application by all concerned is considered essential in the c) the establishment of additional navigation aids be
interest of safety of civil aircraft and their occupants. For this considered where necessary to ensure that civil aircraft
reason the Council of ICAO invites Contracting States to are able safely to circumnavigate prohibited or,
notify ICAO of any differences which may exist between as required, restricted areas.
their national regulations or practices and the special
recommendations hereunder. 2.3 To eliminate or reduce the hazards inherent in
interceptions undertaken as a last resort, all possible
efforts should be made to ensure co-ordinated actions by
the pilots and ground units concerned. To this end, it is
essential that Contracting States take steps to ensure that:
2. General
a) all pilots of civil aircraft be made fully aware of
2.1 Interception of civil aircraft should be avoided the actions to be taken by them and the visual signals
and should be undertaken only as a last resort. If to be used, as specified in Chapter 3 and Appendix 1
undertaken, the interception should be limited to of this Annex;
determining the identity of the aircraft, unless it is
necessary to return the aircraft to its planned track, direct b) operators or pilots-in-command of civil aircraft
it beyond the boundaries of national airspace, guide it implement the provisions in Annex 6, Parts I, II and III
away from a prohibited, restricted or danger area or instruct it regarding the capability of aircraft to communicate
to effect a landing at a designated aerodrome. Practice on
interception of civil aircraft is not to be undertaken. 121.5 MHz and the availability of interception
procedures and visual signals on board aircraft;

2.2 To eliminate or reduce the need for interception c) all air traffic services personnel be made fully aware of
of civil aircraft, it is important that: the actions to be taken by them in accordance with the
provisions of Annex 11, Chapter 2 and the PANS-RAC
a) all possible efforts be made by intercept control units to (Doc 4444);
secure identification of any aircraft which may be a civil
aircraft, and to issue any necessary instructions d) all pilots-in-command of intercepting aircraft be
or advice to such aircraft, through the appropriate air made aware of the general performance limitations
traffic services units. To this end, it is essential that of civil aircraft and of the possibility that
means of rapid and reliable communications between intercepted civil aircraft may be in a state of
intercept control units and air traffic services units be emergency due to technical difficulties or unlawful
established and that agreements be interference;
formulated concerning exchanges of
information between such units on the movements e) clear and unambiguous instructions be issued to
of civil aircraft, in accordance with the provisions intercept control units and to pilots-in-command
of Annex 11; of potential intercepting aircraft, covering
interception manoeuvres, guidance of intercepted
aircraft, action by

ANNEX 2 37 14/11/91
Annex 2 — Rules of the Attachment
Air begin closing in gently on the intercepted aircraft,
A at the same
intercepted aircraft, air-to-air visual signals, radiocom-
munication with intercepted aircraft, and the need to
refrain from resorting to the use of weapons;

Note.— See paragraphs 3 to 8.

f) intercept control units and intercepting aircraft be

provided with radiotelephony equipment compatible
with the technical specifications of Annex 10, Volume I
so as to enable them to communicate with
intercepted aircraft on the emergency frequency 121.5
MHz;

g) secondary surveillance radar facilities be made available

to the extent possible to permit intercept control units to
identify civil aircraft in areas where they might
otherwise be intercepted. Such facilities should permit
recognition of discrete four-digit codes in Mode A,
including immediate recognition of Mode A, Codes
7500, 7600 and 7700.

3. Interception manoeuvres

3.1 A standard method should be established for the

manoeuvring of aircraft intercepting a civil aircraft in order to
avoid any hazard for the intercepted aircraft. Such method
should take due account of the performance limitations of civil
aircraft, the need to avoid flying in such proximity to the
intercepted aircraft that a collision hazard may be created and
the need to avoid crossing the aircraft’s flight path or to
perform any other manoeuvre in such a manner that the wake
turbulence may be hazardous, particularly if the intercepted
aircraft is a light aircraft.

3.2 Manoeuvres for visual identification

The following method is recommended for the manoeuvring of

intercepting aircraft for the purpose of visually identifying
a civil aircraft:

Phase I

The intercepting aircraft should approach the

intercepted aircraft from astern. The element leader, or
the single intercepting aircraft, should normally take up a
position on the left (port) side, slightly above and ahead of
the intercepted aircraft, within the field of view of the pilot of
the intercepted aircraft, and initially not closer to the aircraft
than 300 m. Any other participating aircraft should stay
well clear of the intercepted aircraft, preferably above and
behind. After speed and position have been established, the
aircraft should, if necessary, proceed with Phase II of the
procedure.

Phase II

The element leader, or the single intercepting aircraft, should

14/11/91 38
 Annex 2 — Rules of the Attachment
Air whenever radio contact can be established. A
level, until no closer than absolutely necessary to obtain
the information needed. The element leader, or the
single intercepting aircraft, should use caution to avoid
startling the flight crew or the passengers of the
intercepted aircraft, keeping constantly in mind the
fact that manoeuvres considered normal to an
intercepting aircraft may be considered hazardous to
passengers and crews of civil aircraft. Any other participating
aircraft should continue to stay well clear of the
intercepted aircraft. Upon completion of identification, the
intercepting aircraft should withdraw from the vicinity of
the intercepted aircraft as outlined in Phase III.

Phase
III

The element leader, or the single intercepting aircraft, should

break gently away from the intercepted aircraft in a
shallow dive. Any other participating aircraft should stay well
clear of the intercepted aircraft and rejoin their leader.

3.3 Manoeuvres for navigational guidance

3.3.1 If, following the identification manoeuvres in Phase

I and Phase II above, it is considered necessary to intervene in
the navigation of the intercepted aircraft, the element leader, or
the single intercepting aircraft, should normally take up a
position on the left (port) side, slightly above and ahead of the
intercepted aircraft, to enable the pilot-in-command of the
latter aircraft to see the visual signals given.

3.3.2 It is indispensable that the pilot-in-command of the

intercepting aircraft be satisfied that the pilot-in-command of
the intercepted aircraft is aware of the interception
and acknowledges the signals given. If repeated attempts to
attract the attention of the pilot-in-command of the
intercepted aircraft by use of the Series 1 signal in Appendix
1, Section 2 are unsuccessful, other methods of signalling may
be used for this purpose, including as a last resort the visual
effect of the reheat/afterburner, provided that no hazard is
created for the intercepted aircraft.

3.4 It is recognized that meteorological conditions or

terrain may occasionally make it necessary for the
element leader, or the single intercepting aircraft, to take up a
position on the right (starboard) side, slightly above and
ahead of the intercepted aircraft. In such case, the pilot-in-
command of the intercepting aircraft must take particular
care that the intercepting aircraft is clearly visible at all
times to the pilot- in-command of the intercepted aircraft.

4. Guidance of an intercepted aircraft

4.1 Navigational guidance and related information should

be given to an intercepted aircraft by radiotelephony,
14/11/91 39
Attachment A Annex 2 — Rules of the Air
 4.2 When navigational guidance is given to an intercepted c) attempt to establish radiocommunication with the
aircraft, care must be taken that the aircraft is not led into intercepting aircraft or with the appropriate intercept
conditions where the visibility may be reduced below that control unit, by making a general call on the emergency
required to maintain flight in visual meteorological conditions frequency 121.5 MHz, giving the identity of the
and that the manoeuvres demanded of the intercepted aircraft intercepted aircraft and the nature of the flight; and if no
do not add to already existing hazards in the event that the contact has been established and if practicable, repeating
operating efficiency of the aircraft is impaired. this call on the emergency frequency 243 MHz;

4.3 In the exceptional case where an intercepted civil d) if equipped with SSR transponder, select Mode A, Code
aircraft is required to land in the territory overflown, care must 7700, unless otherwise instructed by the appropriate air
also be taken that: traffic services unit.

a) the designated aerodrome is suitable for the safe landing “2.2 If any instructions received by radio from any
of the aircraft type concerned, especially if the sources conflict with those given by the intercepting
aerodrome is not normally used for civil air aircraft by visual signals, the intercepted aircraft shall
transport operations; request immediate clarification while continuing to comply
with the visual instructions given by the intercepting aircraft.
b) the surrounding terrain is suitable for circling, approach
and missed approach manoeuvres; “2.3 If any instructions received by radio from any
sources conflict with those given by the intercepting
c) the intercepted aircraft has sufficient fuel remaining aircraft by radio, the intercepted aircraft shall request
to reach the aerodrome; immediate clarification while continuing to comply with
the radio instructions given by the intercepting aircraft.”
d) if the intercepted aircraft is a civil transport aircraft, the
designated aerodrome has a runway with a length
equivalent to at least 2 500 m at mean sea level and
a bearing strength sufficient to support the aircraft; and
6. Air-to-air visual signals
e) whenever possible, the designated aerodrome is one that
is described in detail in the relevant aeronautical The visual signals to be used by intercepting and intercepted
information publication. aircraft are those set forth in Appendix 1 to this Annex. It is
essential that intercepting and intercepted aircraft
4.4 When requiring a civil aircraft to land at an unfamiliar adhere strictly to those signals and interpret correctly the
aerodrome, it is essential that sufficient time be allowed it to signals given by the other aircraft, and that the intercepting
prepare for a landing, bearing in mind that only the pilot- aircraft pay particular attention to any signals given by the
in- command of the civil aircraft can judge the safety of intercepted aircraft to indicate that it is in a state of distress
the landing operation in relation to runway length and or urgency.
aircraft mass at the time.

4.5 It is particularly important that all information

necessary to facilitate a safe approach and landing be given to
the intercepted aircraft by radiotelephony. 7. Radiocommunication between the intercept
control unit or the intercepting aircraft
and the intercepted aircraft

7.1 When an interception is being made, the intercept

5. Action by intercepted aircraft control unit and the intercepting aircraft should:

The Standards in Appendix 2, Section 2 specify as follows: a) first attempt to establish two-way communication
with the intercepted aircraft in a common language
“2.1 An aircraft which is intercepted by another on the emergency frequency 121.5 MHz, using the
call signs “INTERCEPT CONTROL”,
aircraft “INTERCEPTOR (call sign)” and “INTERCEPTED
shall immediately: AIRCRAFT” respectively; and

a) follow the instructions given by the intercepting aircraft, b) failing this, attempt to establish two-way communi-
interpreting and responding to visual signals cation with the intercepted aircraft on such other
in accordance with the specifications in Appendix 1; frequency or frequencies as may have been
prescribed by the appropriate ATS authority, or to
b) notify, if possible, the appropriate air traffic establish contact through the appropriate ATS unit(s).
services unit;
39 14/11/91
Annex 2 — Rules of the Attachment
Air A
7.2 If radio contact is established during interception but The use of tracer bullets to attract attention is hazardous, and
communication in a common language is not possible, it is expected that measures will be taken to avoid their use so
attempts must be made to convey instructions, that the lives of persons on board and the safety of aircraft will
acknowledgement of instructions and essential information by not be endangered.
using the phrases and pronunciations in Table A-1 and
transmitting each phrase twice.

9. Co-ordination between intercept control units and

8. Refraining from the use of weapons air traffic services units

Note.— In the unanimous adoption by the 25th It is essential that close co-ordination be maintained between
Session (Extraordinary) of the ICAO Assembly on 10 May an intercept control unit and the appropriate air traffic services
1984 of Article 3 bis to the Convention on International Civil unit during all phases of an interception of an aircraft which is,
Aviation, the Contracting States have recognized that “every or might be, a civil aircraft, in order that the air traffic services
State must refrain from resorting to the use of weapons unit is kept fully informed of the developments and of
against civil aircraft in flight.” the action required of the intercepted aircraft.

14/11/91 40
Annex 2 — Rules of the Attachment
Air A

Table A-1

Phrases for use by INTERCEPTING aircraft Phrases for use by INTERCEPTED aircraft

Phrase Pronunciation1 Meaning Phrase Pronunciation1 Meaning

CALL SIGN KOL SA-IN What is your call sign? CALL SIGN KOL SA-IN My call sign is (call sign)
(call sign)2 (call sign)
FOLLOW FOL-LO Follow me
WILCO VILL-KO Understood
DESCEND DEE-SEND Descend for landing
Will comply
YOU LAND YOU LAAND Land at this aerodrome
CAN NOT KANN NOTT Unable to comply
PROCEED PRO-SEED You may proceed
REPEAT REE-PEET Repeat your instruction
AM LOST AM LOSST Position unknown
MAYDAY MAYDAY I am in distress
HIJACK3 HI-JACK I have been hijacked
LAND LAAND I request to land at
(place name) (place name) (place name)
DESCEND DEE-SEND I require descent
1. In the second column, syllables to be emphasized are underlined.
2. The call sign required to be given is that used in radiotelephony communications with air traffic services units and corresponding to the
aircraft identification in the flight plan.
3. Circumstances may not always permit, nor make desirable, the use of the phrase “HIJACK”.

14/11/91 41
 ATTACHMENT B. UNLAWFUL INTERFERENCE

1. General a) attempt to broadcast warnings on the VHF

emergency frequency and other appropriate
The following procedures are intended as guidance for use by frequencies, unless considerations aboard the
aircraft when unlawful interference occurs and the aircraft aircraft dictate otherwise. Other equipment such as
is unable to notify an ATS unit of this fact. on-board transponders, data links, etc., should also be
used when it is advantageous to do so and
circumstances permit; and

2. Procedures b) proceed in accordance with applicable special

procedures for in-flight contingencies, where such
2.1 Unless considerations aboard the aircraft dictate procedures have been established and promulgated in
otherwise, the pilot-in-command should attempt to continue Doc 7030 — Regional Supplementary Procedures; or
flying on the assigned track and at the assigned cruising level
at least until able to notify an ATS unit or within radar c) if no applicable regional procedures have
coverage. been established, proceed at a level which differs
from the cruising levels normally used for IFR flight
2.2 When an aircraft subjected to an act of unlawful in the area by 300 m (1 000 ft) if above FL 290 or
interference must depart from its assigned track or its assigned by 150 m (500 ft) if below FL 290.
cruising level without being able to make radiotelephony
contact with ATS, the pilot-in-command should, whenever Note.— Action to be taken by an aircraft which
possible: is intercepted while being subject to an act of
unlawful interference is prescribed in 3.8 of this Annex.

— END —

ANNEX 2 41 14/11/91