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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 interference
An aircraft which is being subjected to unlawful interference
shall endeavour to notify the appropriate ATS unit of this fact,
any significant circumstances associated therewith and any
deviation from the current flight plan necessitated by the
circumstances, in order to enable the ATS unit to give priority
to the aircraft and to minimize conflict with other aircraft.
Note 1.— Responsibility of ATS units in situations of
unlawful interference is contained in Annex 11.
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Chapter 3 Annex 2 — Rules of the Air
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Note 2.— Guidance material for use when unlawful
interference occurs and the aircraft is unable to notify an ATS
unit of this fact is contained in Attachment B to this Annex.
Note 3.— Action to be taken by SSR-equipped aircraft
which are being subjected to unlawful interference is
contained in Annex 11, the PANS-ATM (Doc 4444) and the
PANS-OPS (Doc 8168).
Note 4.— Action to be taken by CPDLC-equipped aircraft
which are being subjected to unlawful interference is
contained in Annex 11, the PANS-ATM (Doc 4444), and
guidance material on the subject is contained in the Manual of
Air Traffic Services Data Link Applications (Doc 9694).
3.8 Interception
Note.— The word “interception” in this context does not
include intercept and escort service provided, on request, to
an aircraft in distress, in accordance with Volumes II and III
of the International Aeronautical and Maritime Search and
Rescue (IAMSAR) Manual (Doc 9731).
3.8.1 Interception of civil aircraft shall be governed by
appropriate regulations and administrative directives issued by
Contracting States in compliance with the Convention on
International Civil Aviation, and in particular Article 3(d)
under which Contracting States undertake, when issuing
regulations for their State aircraft, to have due regard for the
safety of navigation of civil aircraft. Accordingly, in drafting
appropriate regulations and administrative directives due
regard shall be had to the provisions of Appendix 1, Section 2
and Appendix 2, Section 1.
Note.— Recognizing that it is essential for the safety of
flight that any visual signals employed in the event of an
interception which should be undertaken only as a last resort
be correctly employed and understood by civil and 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 Contracting States to
ensure that they be strictly adhered to by their State aircraft.
As interceptions of civil aircraft are, in all cases, potentially
hazardous, the Council has also formulated special
recommendations which Contracting States are urged to apply
in a uniform manner. These special recommendations are
contained in Attachment A.
3.8.2 The pilot-in-command of a civil aircraft, when
intercepted, shall comply with the Standards in Appendix 2,
Sections 2 and 3, interpreting and responding to visual signals
as specified in Appendix 1, Section 2.
Note.— See also 2.1.1 and 3.4.
3.9 VMC visibility and distance
from cloud minima
VMC visibility and distance from cloud minima are contained
in Table 3-1.
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Table 3-1*
(see 4.1)
Airspace class A***B C D E F G
ABOVE 900 m (3 000 ft)
AMSL or above 300 m
(1 000 ft) above terrain,
whichever is the higher
At and below 900 m
(3 000 ft) AMSL or 300 m
(1 000 ft) above terrain,
whichever is the higher
Distance from cloud 1 500 m horizontally
300 m (1 000 ft) vertically
Clear of cloud and
in sight of the surface
Flight visibility 8 km at and above 3 050 m (10 000 ft) AMSL
5 km below 3 050 m (10 000 ft) AMSL
5 km**
* 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:
　
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