PAGE: 1 Table of Contents A.GENERAL /CHAPTER 33 -. RELATING TO THE INTERCEPTIONS OF... 3 33.... 3 33.1 Visual and Instrument Flight Rules... 3 33.3 Communication Failure... 5 33.4 Information and Instructions Relating to the Interception of Civil Aircrafts... 6 33.5 The Circumstances in Which a Radio Listening Watch is to be Maintained... 8 33.6 Signals... 8 33.5 Time System used in Operations... 13 33.6 ATS Clearances, Adherences to Flight Plan and Position Reports... 13 33.7 Visual Signals used to Warn Unauthorized Aircraft Flying In or About to Enter a Restricted, Prohibited or Danger Area... 14 33.8 Procedures for Pilots Observing an Accident or Receiving a Distress Transmission... 15 33.9 The Ground and Visual Codes for Use by Survivors, Description and use of the Signal Aids... 15 33.10 Distress and Urgency Signals... 16 33.11 Interception Signals... 17
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PAGE: 3 A. GENERAL / CHAPTER 33. - 33. Information and Instructions Relating to the Interceptions of Civil Aircraft 33.1 Visual and Instrument Flight Rules Flights Under Visual Flight Rules Except when operating as a special VFR flight, ACA aircraft that are operating under VFR shall be conducted so that the aircraft is flown in conditions of visibility and distance from the clouds equal to or greater than those specified in Table 1. Table 1 Altitude Band Airspace Class Flight Visibility Distance from Cloud At and above 3050 m (10,000 ft) AMSL A*** B C D E F G 8 km 1500 m (5000 ft) horizontally 300 m (1000 ft) vertically Below 3050 m (10,000 ft) AMSL and above 900 m (3000 ft) AMSL, or above 300 m (1000 ft) above terrain, whichever is the higher A***B C D E F G 5 km 1500 m (5000 ft) horizontally 300 m (1000 ft) vertically At and below 900 m (3000 ft) AMSL, or 300 m (1000 ft) above terrain, whichever is the higher A***B C D E F G 5 km 5 km** 1500 m (5000 ft) horizontally 300 m (1000 ft) vertically Clear of clouds and with the surface in sight Notes: * When the height of the transition altitude is lower than 10,000 ft (3050m) AMSL, FL 100 should be used in lieu of 10,000ft. ** When so prescribed by the appropriate ATS authority: (a) Lower flight visibilities to 1500 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 1500 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.
PAGE: 4 Except when a clearance is obtained from an air traffic control unit, VFR flights shall not take off or land at an aerodrome within a control zone, or enter the aerodrome traffic zone or traffic pattern: When the ceiling is less than 1500 ft (450 m); or When the ground visibility is less than 5 km. VFR flights between sunset and sunrise, or such other period between sunset and sunrise as may be prescribed by the appropriate ATS authority, shall be operated in accordance with the conditions prescribed by such authority. Unless authorized by the appropriate ATS authority, ACA shall not operate VFR flights: At or above FL 200; At transonic and supersonic speeds. Note: Authorization for VFR flights to operate above FL 290 shall not be granted in areas where a vertical separation minimum of 300 m (1 000 ft) is applied above FL 290. Except when necessary for take-off or landing, or except by permission from the appropriate authority, ACA shall not operate VFR flight: Over the congested areas of cities, towns or settlements or over an open-air assembly of persons at a height less than 1000 ft (300 m) above the highest obstacle within a radius of 600 m from the aircraft; Elsewhere other than over a congested area above at a height less than 500 ft (150 m) above the ground or water. Except where otherwise indicated in air traffic control clearances or approved by the appropriate ATS authority, VFR flights in level cruising flight when operated above 3000 ft (900 m) from the ground or water, or a higher datum as approved by the appropriate ATS authority, shall be conducted at a cruising level appropriate to the track. VFR flights shall comply with the provisions of the regulations governing Flight Plan(s): When operated within Classes B, C and D airspace; When forming part of aerodrome traffic at controlled aerodromes; or When operated as special VFR flights. A VFR flight operating within or into areas, or along routes, designated by the appropriate ATS authority, shall maintain continuous air-ground voice communication watch on the appropriate communication channel of, and report its position as necessary to, the air traffic services unit providing flight information service. An aircraft operated in accordance with the visual flight rules which wishes to change to compliance with the instrument flight rules shall: If a flight plan was submitted, communicate the necessary changes to be effected to its current flight plan, or When so required, submit a flight plan to the appropriate air traffic services unit and obtain a clearance prior to proceeding IFR when in controlled airspace. Special VFR Weather Minimums When conditions for flight under VFR cannot be met, a pilot may be cleared by ATS to operate under Special VFR in a control zone. Unauthorized Visual Approaches An aircraft may only be descended below 1 000 ft, (305 m) above aerodrome level on a visual approach when RVR, in-flight visibility, or meteorological visibilities (if stipulated) are equal to or better than the minimal required. VFR / Visual Approaches, Day Time The following conditions must exist to start a visual approach: The aerodrome and surrounding terrain can be seen from a distance. The aerodrome remains visible following the commencement of a visual approach procedure. In all cases, the approach shall be converted to an instrument approach missed approach if visual references are lost.
PAGE: 5 VFR / Visual Approaches, Night Time Extreme caution must be used when executing a visual approach to an aerodrome at night. The aerodrome may be visible from many miles away but the surrounding terrain may be rising and may not be seen as the flight proceeds to the aerodrome. If there is a published ILS approach for the runway and the flight is under ATS, the Flight Crew shall request the ILS and fly the ILS approach to the runway. If there is a published ILS approach for the aerodrome but the flight is not under ATS, the ILS shall be tuned in, identified and the ILS and glideslope followed to the aerodrome runway. If the wind conditions do not allow for a landing on the ILS runway, the ILS and glideslope will be followed to the aerodrome to the defined circling area and a safe landing can be executed on a cross wind runway. If there is not ILS approach to the runway or the flight is not under ATS control, all ACA Flight Crews shall meet the recency of experience requirements and study the most current charts. No LOC, VOR or NDB approaches will be attempted to an aerodrome at night, under VFR without filing an ATS flight plan not without ATS flight surveillance. The accepted ACA visual approach procedure at night without ATS is to maintain the MSA within the 25 nm ring until within the defined circling area when a descent may be made to a safe circling altitude. Further descent from circling altitude may be made on the visual profile for landing maintaining a 3 approach path from the aircraft position to the touchdown point. The aircraft must not be flown on a low profile at any time, or be flown outside the defined circling area. The aerodrome must be visible and when within the defined area descent may be made to Circling Minima. Before the flight, the Flight Crew shall ensure that weather conditions along the route and at the destination aerodrome will be such that the flight is able to be conducted clear of all clouds and that visual contact can be maintained throughout the approach and landing prior to a declaration to ATS that the approach may be continued visually. Continuous sight must be maintained of ground features or obstacles sufficient to enable the flight to land safely. 33.2 Visual Maneuvering (Circling) The aircraft must remain within the defined area while circling. A circling procedure should be employed if the final track of an authorized let-down differs more than 30 from the runway track of intended landing. The circling altitude must be maintained during a circling procedure. The same weather minima applied to circling approaches should be applied to all visual approaches. Go Around or Balked Landing Visual Approach In all cases, pilots should review the go-around procedure and path to be flown in the event that adequate visual reference is lost in a visual approach. 33.3 Communication Failure On the Ground If a communications failure occurs while the flight is on the ground, the Pilot-in-Command will check all connections, frequencies and the audio panel. If the communications failure is confirmed and the flight is at an aerodrome that has an ATS facility, (tower). The Pilot-in-Command will position the aircraft so that the Flight Crew can see any color light gun signals from the ATS facility and return to the terminal, cancel the flight and log the discrepancy. VFR Conditions If a communications failure occurs in VFR conditions, the Pilot-in-Command will check all connections, frequencies and the audio panel. If the communications failure is confirmed the flight will continue under VFR conditions and land as soon as practical at the nearest aerodrome. IFR Conditions If a communications failure occurs in IFR conditions the Pilot-in-Command will check all connections, frequencies and the audio panel. If the communications failure is confirmed and the flight encounters VFR conditions after the failure, the flight will continue under VFR and land as soon as practical at the nearest aerodrome. If the failure occurs in IFR conditions, the flight will continue in accordance with the following:
PAGE: 6 Route: By the route assigned in the last ATS clearance received; If being radar vectored, by the direct route from the point of radio failure to the fix, route, or airway specified in the vector clearance; In the absence of an assigned route, by the route that ATS has advised may be expected in a further clearance; In the absence of an assigned route or routes that ATS has advised may be expected in a further clearance, by the route filed in the flight plan. Altitude: At the highest of the following altitudes or flight levels for the route segment being flown; The altitude or FL assigned in the last ATS clearance received; The minimum altitude or FL for IFR operations; The altitude or FL that the ATS has advised may be expected in a further clearance. Leave Clearance Limit When the clearance limit is a fix from which an approach begins, commence descent or descent and approach as close as possible to the expect-further-clearance time if one has been received. If a time has not been received, commence descent or descent and approach as close as possible to the estimated time of arrival as calculated from the filed or amended (with ATS) estimated time en-route. If the clearance limit is not a fix from which an approach begins, leave the clearance limit at the expect-furtherclearance time if one has been received. If none has been received upon arrival over the clearance limit, proceed to a fix from which an approach begins and commence descent or descent and approach as close as possible to the estimated time of arrival as calculated from the ATS flight plan or amended estimated time en-route. Visual Maneuvering (Circling) The aircraft must remain within the defined area while circling. A circling procedure should be employed if the final track of an authorized let-down differs more than 30 from the runway track of intended landing. The circling altitude must be maintained during a circling procedure. The same weather minima applied to circling approaches should be applied to all visual approaches. The Pilot-in-Command will request ATS to attempt an instrument approach to the aerodrome or execute a missed approach if visual references are lost. 33.4 Information and Instructions Relating to the Interception of Civil Aircrafts Visual Signals Upon observing or receiving Interception Signals, ACA aircraft shall immediately take the following action when being intercepted by an aircraft or helicopter: Follow the instruction given by the intercepting aircrafts, interpreting and responding to visual signals. Do not perform any maneuver which may be construed as hostile; fly straight and level; Notify, if possible, the controlling ATS facility; Tune radio receiver to the international emergency frequency immediately, VHF: 121.5 MHz, UHF: 243.0 MHz Attempt to establish radio communication with the intercepting aircraft or with the appropriate intercepting control unit, by making a general call on the emergency frequency, giving the identity of the intercepted aircraft and the nature of the flight. If direct radio communication cannot be established with the interceptors, comply strictly with the following visual signals given by the interceptors. Unless otherwise instructed by the appropriate air traffic service unit, set transponder code on 7700. The safety of aircraft under interception will be in jeopardy if they fail to obey the instruction given by the interceptor. In all cases the State or Territory will not be responsible for any damage to aircraft caused by the interceptor or from any other devices due to non-compliance with the Air Defense Identification Procedures, or the Air Traffic Control Regulation and Procedures.
PAGE: 7 If any instructions are received by radio from any sources conflict with those given by the intercepting aircraft by visual signals or by radio, the intercepted aircraft shall request immediate clarification while continuing to comply with the instructions given by the intercepting aircrafts. Signals for Use In the Event of Interception SIGNAL BY INTERCEPTOR DAY: Rocking wings three times from a position in front and to the left (or right) of the intercepted aircrafts. NIGHT: As day with the addition of flashing navigation lights three times. DAY: The interceptor intends to lead intercepted aircraft away from an area or to an intended aerodrome; the interceptor will rock his wings several times from a position in front of intercepted aircraft and after acknowledgement a slow level turn on to the desired course. MEANING Use Caution you are violating this nation's airspace. Follow me. RESPONSE BY INTERCEPTED AIRCRAFTS DAY: Rocking wings. NIGHT: As day with the addition of flashing navigation lights. DAY or NIGHT: Rocking wings and following. MEANING Understood will comply. Understood will comply. NIGHT: As day with the addition of a series of flashing lights at irregular interval by any means available. An abrupt break away upwards of 90 degrees or more. You proceed. may DAY or NIGHT: Rocking Wings Following the interceptor lowering landing gear and proceed to land. Understood, will comply. Circling aerodrome and Lowering Landing Gear. If it is desired that the intercepted aircraft follow the interceptor or other aircraft to an alternative aerodrome, the interceptor uses the series 2 signals. DAY: Pull up and down several times from a position abreast the intercepted aircrafts. Land at this aerodrome. Follow me. If you do not obey our Instructions, your safety will not be secured. DAY: Rocking wings while passing over landing runway at a height exceeding 1 000FT above the level of the aerodrome. NIGHT: As day with the addition of flashing landing lights, if unable to flash landing lights, flash any lights available. Rocking wings and following. DAY: Rocking wings. NIGHT: As day with the addition of flashing navigation lights. Understood, will comply. Aerodrome that you have designated is inadequate. Understood, will comply. Understood, will comply.
PAGE: 8 NIGHT: As day with the addition of flashing navigation lights several times. 33.5 The Circumstances in Which a Radio Listening Watch is to be Maintained All ACA aircraft shall maintain on the Emergency Frequency, 121.50 a Radio Listening Watch any time the route of flight is over or on the boundary of a remote area and on any oceanic flights. If the aircraft is so equipped, a radio listening watch shall also be maintained on the International Marine Emergency Frequency 156.8 MHz or Channel. 33.6 Signals Colour of Light Beam or Pyrotechnic Signals Upon observing or receiving any of the follow ing signals ACA aircraft shall immediately take such action as may be required by the interpretation of the signal: Distress or Urgency Signals; Visual Signals to Warn of entry into Restrictive, Prohibitive or Danger Airspace Areas Aerodrome Light Signals.
PAGE: 9 Colour of Light Beam or Pyrotechnic Signals (Continued) Characteristic and Colour of Light Beam or Pyrotechnic A Continuous Red Light. Red Pyrotechnic Light, or Red Flare. Red Flashes. Directed from an Aerodrome to an Aircraft in Flight Give way to Other Aircraft and Continue Circling. Do Not Land; Wait for Permission or Further Light Signals. Do Not Land; Aerodrome not Available for Landing. Directed from an Aerodrome to an Aircraft or Vehicle on the Ground at an Aerodrome Stop. Move Clear of Landing Area. Directed from an Aircraft In-Flight to an Aerodrome Immediate Assistance is Required. Return to To an Aircraft: You may Move on the Aerodrome; Manoeuvring Area and Green Flashes. Wait for Permission to Apron. Land. To a Vehicle: You may Move on the Manoeuvring Area. Continuous Green Light. You May Land. You may Make Off (Not Applicable to a Vehicle). By Night: Continuous Green Light, May I Land? or Green Flashes, or By Day: Green Pyrotechnic Light. May I Land from Direction Different from that Indicated by Landing T? Land at the Aerodrome White Flashes. White Pyrotechnic Lights. Switching On and Off the Navigation Lights. Switching On and Off the Landing Lights. after Receiving Continuous Green Light, and then, after Receiving Green Flashes, Proceed to the Apron. Return to Starting Point on the Aerodrome. I am Compelled to Land. I am Compelled to Land. There is a greater chance of survival and being rescued if you stay in or close to the aircraft wreckage. If it becomes necessary to move from the aircraft wreckage and use the following signals to assist Ground Search Parties in tracking you.
PAGE: 10 Visual Ground Signals Prohibition of Landing A horizontal red square panel with yellow diagonals when displayed in a signal area indicates that landings are prohibited and that the prohibition is liable to be prolonged. Figure 1 Exercise Special Precautions while Approaching or Landing A horizontal red square panel with one yellow diagonal when displayed in a signal area indicates that owing to the bad state of the maneuvering area, or for any other reason, special precautions must be observed in approaching to land or in landing. Figure 2 Use of Runways and Taxiways A horizontal white dumb-bell when displayed in a signal area indicates that aircraft are required to land, take off and taxi on runways and taxiways only. Figure 3
PAGE: 11 The same horizontal white dumb-bell but with a black bar placed perpendicular to the shaft across each circular portion of the dumb-bell when displayed in a signal area indicates that aircraft are required to land and take off on runways only, but other maneuvers need not be confined to runways and taxiways. Figure 4 Closed Runways or Taxiways Crosses of a single contrasting colour, yellow or white displayed horizontally on runways and taxiways or parts thereof indicate an area unfit for movement of aircraft. Figure 5 Directions for Landing or Take-Off A horizontal white or orange landing T 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 either illuminated or outlined in white lights. Figure 6
PAGE: 12 Manoeuvring Area A set of two digits displayed vertically at or near the aerodrome control tower indicates to aircraft on the maneuvering area the direction for take-off, expressed in units of 10 degrees to the nearest 10 degrees of the magnetic compass. Figure 7 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 color indicates that turns are to be made to the right before landing and after take-off. Figure 8 Air Traffic Services Reporting Office The letter C displayed vertically in black against a yellow background indicates the location of the air traffic services reporting office. Figure 9 Glider Flights in Operation A double white cross displayed horizontally in the signal area indicates that the aerodrome is being used by gliders and that glider flights are being performed. Figure 10
PAGE: 13 Ground Visual Signal Codes for use by Survivors to Direct Ground Search Parties Ground Visual Signal Codes for use by Survivors to Direct Ground Search Parties Message Code Symbol Instructions for Use Assistance Required Require Medical Assistance Proceeding in This Direction V X Make Signals Not Less than 8ft (2.5 m) Lay the Signals Out Exactly as Shown in an area where the Signals will be Easily Found. Provide as much Contrast as Possible Between the Signals and the Background Dropped to Survivors Package Colour Identification Codes Containers or packages for dropping to survivors shall, when contents are indicated by colour, be marked with coloured streamers as follows: Red Blue Yellow Black Medical supplies and first-aid Food and water Blankets and protective clothing Miscellaneous equipment such as stoves, axes, compasses, cooking utensils etc 33.5 Time System used in Operations ACA shall use Coordinated Universal Time that shall be expressed in hours, and minutes and, when required, seconds of the 24 hour day beginning at midnight. The Pilot-in-Command shall perform a time check prior to operating a controlled flight and at such other times during the flight as may be necessary. Note: Such time check is normally obtained from an air traffic services unit unless other arrangements have been made by ACA or by the appropriate ATS authority. Whenever time is utilized in the application of data link communications, it shall be accurate to within 1 second of UTC. 33.6 ATS Clearances, Adherences to Flight Plan and Position Reports Pre-Departure Instrument Flight Clearances ACA and the Pilot-in-Command of each Company flight shall ensure that ATS are used for all Company flights whenever available. Clearance Read Backs The following ATS clearances and instructions must be acknowledged by the full flight number followed by a verbatim readback of the clearance to ATS: Initial IFR clearance, clearance limits and amendments to flight plan; Taxi clearance/runway assignment hold short clearances restricting runway or taxiway access; Taxi into position and hold; Take-off clearance;
PAGE: 14 Instructions to initiate contact on a specific radio frequency; Clearances to change altitude or FL; Instructions to report out of or reaching specific altitude; Instructions and clearances specifying VOR radials turns to headings airspeeds, rates of descent and runway information; Clearance to land and runway verification, i.e. RW 17R, 18C, 25L, etc; Instructions to abort take-off, abandon approach or go-around. It is essential that the Flight Crew understand that flying and accomplishing a task that is required for a safe flight the aircraft is the number one priority. Any Flight Crew tasks that require immediate actions by the Flight Crew could prevent an immediate read back or response to ATS. In this case, the acknowledgment should be as soon as Pilot-in-Command or Co-Pilot is able. The Flight Crew should always have situational awareness of their position within the ATS system and should immediately advise ATS if compliance with an ATS instruction is unsafe. Clearances Cross Check Whenever possible, both Pilot-in-Command and Co-Pilot monitor and verify all ATS clearances, including all altitudes/flight levels, headings, speed restrictions, and routings. If either pilot has any question regarding a clearance, the controller should be questioned and the clearance verified. Deviation from ATS Clearance A Pilot-in-Command may accept an ATS clearance to deviate from a published departure or arrival route, provided obstacle clearance criteria are observed and full account is taken of the operating conditions. Deviation from ATS Clearance in Response to a TCA / RA Warnings When a maneuver has been made in response to a TCAS / RA warning, the Flight Crew shall inform ATS as soon the danger has passed and the aircraft is safely under control. ATS retains the right to relinquish legal responsibility for separation until the aircraft has begun to return to its assigned clearance and informed ATS. If unable to pass a message to ATS until the aircraft has begun returning to its assigned clearance, inform ATS as soon as possible of the TCAS warning and that evasive action has been taken and the aircraft is now returning to the assigned heading and altitude. Once ATS has been informed and the aircraft is returning to the assigned heading and altitude, the legal responsibility for separation returns to the ATS controller. Whenever an aircraft has departed from an ATS clearance in compliance with an RA, the pilot is to report the circumstances to the Chief Pilot. The Pilot-in-Command and Co-Pilot may deviate from any regulation or ATS clearance to meet the need of the emergency and will advise ATS as soon as practical of a deviation or intended deviation from an ATS clearance. 33.7 Visual Signals used to Warn Unauthorized Aircraft Flying In or About to Enter a Restricted, Prohibited or Danger Area The following warning may either be directed at an aircraft that has entered or is about to enter Restricted, Prohibited or areas of Danger. These signals may be by pyrotechnic or a high powered light beam and shall be an indication that the aircraft is in or is about to Restricted, Prohibited or areas of Danger. The violating aircraft may be intercepted after receiving a warning.
PAGE: 15 Colour of Light Beam or Pyrotechnic Directed from an Aerodrome to an Aircraft in Flight Red Flashes. Red Pyrotechnic Light, or Red Flare. Green Flashes. Continuous Green Light, or Green Flashes, or Green Pyrotechnic Light. Do Not Continue the Flight Path; You are about to enter a Restricted, Prohibited or areas of Danger. Alter your Course, 180 Turn and Exit the Area Immediately. Do Not Continue the Flight Path; You have entered a Restricted, Prohibited or areas of Danger. Alter your Course, 180 Turn and Exit the Area Immediately. Do Not Continue the Flight Path; You are about to enter a Restricted, Prohibited or areas of Danger. You Have Cleared the Restricted, Prohibited or areas of Danger. 33.8 Procedures for Pilots Observing an Accident or Receiving a Distress Transmission All ACA Pilots shall notify the nearest ATS Facility immediately by radio transmission or any other means available if they observe any accident or receive or observe any distress signal. Observance of Downed Aircraft ACA Pilots shall use the following guidelines if they observe a downed aircraft: Determine if crash is marked with a yellow cross; if so, the crash has already been reported and identified; If possible, determine type and number of aircraft and whether there is evidence of survivors; Fix the position of the crash as accurately as possible with reference to a navigational aid. If possible, provide geographic or physical description of the area to aid ground search parties; Transmit the information to the nearest ATS Facility or other appropriate Authority if unable to contact ATS; If circumstances permit, orbit the scene to guide in other assisting units until their arrival or until you are relieved by another aircraft; Immediately after landing, make a complete report to the nearest ATS facility, or Rescue Coordination Center. The report can be made by a long distance collect telephone call. 33.9 The Ground and Visual Codes for Use by Survivors, Description and use of the Signal Aids Message Require Assistance Require Medical Assistance NO or Negative Yes or Affirmative Code or Symbol V X N Y Proceeding in this Direction
PAGE: 16 Description and Use of Signal Aids The following instructions are suggestions but you may not have the listed materials: Lay out the symbols using strips of fabric or parachutes, pieces of wood, stones or any available materials; Provide as much color as possible between materials used for symbols and background against which the symbols are exposed; The symbols should be 10 ft (3.4. m) or larger and should be laid out exactly as depicted; In addition to the signals, all means should be used to attract attention such as radio transmissions on 121.50, smoke from a fire, signal flares; If the ground is covered with snow, make the appropriate signals by digging, tramping or shoveling the snow. The depressed areas will appear black from the air. If in doubt of using the signals, use the International Signal of SOS. Ground / Air Visual Codes for use by Ground Search Parties 33.10 Distress and Urgency Signals The Flight Crew should advise ATS as soon as practical of any emergency situation. A distress situation may be communicated by a MAYDAY transmission. An urgent situation will be announced by the use of the term PAN PAN PAN. A declaration of emergency advises ATS of the pilot-in-command's intent to exercise emergency authority and ensure priority handling. The Pilot-in-Command and Flight Crew may deviate from any regulation or ATS clearance to meet the need of the emergency but will advise ATS as soon as practical of a deviation or intended deviation from an ATS clearance. The Pilot-in-Command may request a discrete VHF frequency with ground stations to discuss an emergency, sabotage threat or hijacking. Emergency Transponder Codes Code 7700 signals an emergency; Code 7600 signals communication failure; Code 7500 signals a hijacking.
PAGE: 17 33.11 Interception Signals ICAO Doc 9433 recommends military aircraft switch their transponder to standby to avert issuing an RA. This procedure normally will take place 20 miles before reaching you aircraft ICAO interception signals Do you think that there is any requirement that military pilots from other countries speak English? If you interceptor cannot verbally communicate with you via radio, they will talk with you via standard signal established in ICAO Annex 2, so let s review those now. ICAO has broken these signals into six different series. The first three are accomplished by the intercepting aircraft. The last three are accomplished by you, the intercepted aircraft. The following should be used both during daytime or nighttime operations. 1. To indicate that you are being intercepted, the military aircraft will rock its wings and flash their navigational lights at irregular intervals. After acknowledgment, it will then initiate a slow level turn, normally to the left, on their desired heading. You should indicate that you understand and will comply by also rocking your wings and flashing your navigational lights in the same manner, and following the lead aircraft. 2. If the intercepting aircraft performs an abrupt breakaway maneuver consisting of a climbing 90 degree turn or more, without crossing you path, that means you may proceed. Again, the rocking of you wings indicates that you understand.
PAGE: 18 3. If you are diverted to an airport, the intercepting aircraft will circle that airport, lower its landing gear, and display steady landing lights. The intercepting aircraft will then make a low approach over the runway in use. This means that you are expected to land at this airport on this runway. 4. You should acknowledge this by lowering your landing gear and turn on and leave on landing lights. If conditions are safe to do so, follow the intercepting aircraft and land on that runway. If not in the radio communication with the intercepting aircraft, to communicate that the designated airport or runway is inadequate, flash the landing lights and raise your landing gear while flying over the runway. This should be done between the altitudes of 1,000 and 2,000 AGL.
PAGE: 19 5. If there are others unsafe procedures the military pilot seems to direct, such as flying through hazardous weather or close to terrain, rock you wings, and switch all available lights on and off at a steady rate. 6. If you are in distress, then flash all available lights and rocking of the wings in an irregular pattern. For example, if experiencing a medical emergency or hijacking. It s not the military aircraft you see that should be the concern. It s his wingman at you 5 o clock position which is ready to shoot you down!!!
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