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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 pilotin-
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,
whenever radio contact can be established.
Attachment A Annex 2 — Rules of the Air
39 14/11/91
4.2 When navigational guidance is given to an intercepted
aircraft, care must be taken that the aircraft is not led into
conditions where the visibility may be reduced below that
required to maintain flight in visual meteorological conditions
and that the manoeuvres demanded of the intercepted aircraft
do not add to already existing hazards in the event that the
operating efficiency of the aircraft is impaired.
4.3 In the exceptional case where an intercepted civil
aircraft is required to land in the territory overflown, care must
also be taken that:
a) the designated aerodrome is suitable for the safe landing
of the aircraft type concerned, especially if the
aerodrome is not normally used for civil air transport
operations;
b) the surrounding terrain is suitable for circling, approach
and missed approach manoeuvres;
c) the intercepted aircraft has sufficient fuel remaining to
reach the aerodrome;
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
e) whenever possible, the designated aerodrome is one that
is described in detail in the relevant aeronautical
information publication.
4.4 When requiring a civil aircraft to land at an unfamiliar
aerodrome, it is essential that sufficient time be allowed it to
prepare for a landing, bearing in mind that only the pilot-incommand
of the civil aircraft can judge the safety of the
landing operation in relation to runway length and 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.
5. Action by intercepted aircraft
The Standards in Appendix 2, Section 2 specify as follows:
“2.1 An aircraft which is intercepted by another aircraft
shall immediately:
a) follow the instructions given by the intercepting aircraft,
interpreting and responding to visual signals in
accordance with the specifications in Appendix 1;
b) notify, if possible, the appropriate air traffic services
unit;
c) attempt to establish radiocommunication with the
intercepting aircraft or with the appropriate intercept
control unit, by making a general call on the emergency
frequency 121.5 MHz, giving the identity of the
intercepted aircraft and the nature of the flight; and if no
contact has been established and if practicable, repeating
this call on the emergency frequency 243 MHz;
d) if equipped with SSR transponder, select Mode A, Code
7700, unless otherwise instructed by the appropriate air
traffic services unit.
“2.2 If any instructions received by radio from any
sources conflict with those given by the intercepting aircraft
by visual signals, the intercepted aircraft shall request
immediate clarification while continuing to comply with the
visual instructions given by the intercepting aircraft.
“2.3 If any instructions received by radio from any
sources conflict with those given by the intercepting aircraft
by radio, the intercepted aircraft shall request immediate
clarification while continuing to comply with the radio
instructions given by the intercepting aircraft.”
6. Air-to-air visual signals
The visual signals to be used by intercepting and intercepted
aircraft are those set forth in Appendix 1 to this Annex. It is
essential that intercepting and intercepted aircraft adhere
strictly to those signals and interpret correctly the signals
given by the other aircraft, and that the intercepting aircraft
pay particular attention to any signals given by the intercepted
　
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