Publication: Magyar Közlöny
Issue: MK-2009-104 (Year: 2009, Number: 104)
Era: 2004-2010
Section: 
Paragraph Index: 151

g) land, if possible, within 30 minutes after the estimated time of arrival specified in e) or the last acknowledged expected approach time, whichever is later. Note 1.— 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 2. — See also 5.1.2. 3.7 Unlawful interference 3.7.1 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. 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-, ADS-B- and ADS-Cequipped 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). 3.7.2 If an aircraft is subjected to unlawful interference, the pilot-in-command shall attempt to land as soon as practicable at the nearest suitable aerodrome or at a dedicated aerodrome assigned by the appropriate authority unless considerations aboard the aircraft dictate otherwise. Note 1.— Requirements for State authorities with respect to aircraft on the ground that are subject to unlawful interference are contained in Annex 17, Chapter 5, 5.2.4. Note 2.— See 2.4 regarding the authority of the pilot-incommand of an aircraft. 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. 22/11/07 No. 40 Annex 2 — Rules of the Air Chapter 3 24/11/05 3-10 23/11/06 No. 39 Table 3-1* (see 4.1) Altitude band Airspace class Flight visibility Distance from cloud At and above 3 050 m (10 000 ft) AMSL A*** B C D E F G 8 km 1 500 m horizontally 300 m (1 000 ft) vertically Below 3 050 m (10 000 ft) AMSL and above 900 m (3 000 ft) AMSL, or above 300 m (1 000 ft) above terrain, whichever is the higher A***B C D E F G 5 km 1 500 m horizontally 300 m (1 000 ft) vertically At and below 900 m (3 000 ft) AMSL, or 300 m (1 000 ft) above terrain, whichever is the higher A***B C D E 5 km 1 500 m horizontally 300 m (1 000 ft) vertically F G 5 km** Clear of cloud and with the surface in sight * 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:

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