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aircraft to indicate that it is in a state of distress or urgency.
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
control unit and the intercepting aircraft should:
a) first attempt to establish two-way communication with
the intercepted aircraft in a common language on the
emergency frequency 121.5 MHz, using the call signs
“INTERCEPT CONTROL”, “INTERCEPTOR (call
sign)” and “INTERCEPTED AIRCRAFT” respectively;
and
b) failing this, attempt to establish two-way communication
with the intercepted aircraft on such other
frequency or frequencies as may have been prescribed
by the appropriate ATS authority, or to establish contact
through the appropriate ATS unit(s).
Annex 2 — Rules of the Air Attachment A
14/11/91 40
7.2 If radio contact is established during interception but
communication in a common language is not possible,
attempts must be made to convey instructions,
acknowledgement of instructions and essential information by
using the phrases and pronunciations in Table A-1 and
transmitting each phrase twice.
8. Refraining from the use of weapons
Note.— In the unanimous adoption by the 25th Session
(Extraordinary) of the ICAO Assembly on 10 May 1984 of
Article 3 bis to the Convention on International Civil Aviation,
the Contracting States have recognized that “every State must
refrain from resorting to the use of weapons against civil
aircraft in flight.”
The use of tracer bullets to attract attention is hazardous, and
it is expected that measures will be taken to avoid their use so
that the lives of persons on board and the safety of aircraft will
not be endangered.
9. Co-ordination between intercept control units and
air traffic services units
It is essential that close co-ordination be maintained between
an intercept control unit and the appropriate air traffic services
unit during all phases of an interception of an aircraft which is,
or might be, a civil aircraft, in order that the air traffic services
unit is kept fully informed of the developments and of the
action required of the intercepted aircraft.
Table A-1
Phrases for use by INTERCEPTING aircraft Phrases for use by INTERCEPTED aircraft
Phrase Pronunciation1 Meaning
CALL SIGN KOL SA-IN What is your call sign?
FOLLOW FOL-LO Follow me
DESCEND DEE-SEND Descend for landing
YOU LAND YOU LAAND Land at this aerodrome
PROCEED PRO-SEED You may proceed
Phrase Pronunciation1 Meaning
CALL SIGN KOL SA-IN My call sign is (call sign)
(call sign)2 (call sign)
WILCO VILL-KO Understood
Will comply
CAN NOT KANN NOTT Unable to comply
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”.
ANNEX 2 41 14/11/91
ATTACHMENT B. UNLAWFUL INTERFERENCE
1. General
The following procedures are intended as guidance for use by
aircraft when unlawful interference occurs and the aircraft is
unable to notify an ATS unit of this fact.
2. Procedures
2.1 Unless considerations aboard the aircraft dictate
otherwise, the pilot-in-command should attempt to continue
flying on the assigned track and at the assigned cruising level
at least until able to notify an ATS unit or within radar
coverage.
2.2 When an aircraft subjected to an act of unlawful
interference must depart from its assigned track or its assigned
cruising level without being able to make radiotelephony
contact with ATS, the pilot-in-command should, whenever
possible:
a) attempt to broadcast warnings on the VHF emergency
frequency and other appropriate frequencies, unless
considerations aboard the aircraft dictate otherwise.
Other equipment such as on-board transponders and data
links should also be used when it is advantageous to do
so and circumstances permit; and
b) proceed in accordance with applicable special procedures
for in-flight contingencies, where such procedures have
　
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