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aircraft may be in a state of emergency due to technical
difficulties or unlawful interference;
e) clear and unambiguous instructions be issued to
intercept control units and to pilots-in-command of
potential intercepting aircraft, covering interception
manoeuvres, guidance of intercepted aircraft, action by
28/2/03
No. 37
Annex 2 — Rules of the Air Attachment A
14/11/91 38
intercepted aircraft, air-to-air visual signals, radiocommunication
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
begin closing in gently on the intercepted aircraft, at the same
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
　
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