Rules of the Air — Page 118, Lesson 187

Let's walk through this section on Rules of the Air, specifically the procedures for unlawful interference and interception of civil aircraft. This is a critical area for you as a pilot, because it deals with what happens when your aircraft is hijacked or when you're intercepted by military aircraft. First, let's talk about unlawful interference. This is the formal term for hijacking or any act that interferes with the lawful operation of the aircraft. When your aircraft becomes the subject of unlawful interference, the very first thing you must do is attempt to communicate with the appropriate ATC authority — that's Air Traffic Control. You need to notify them of three things: the fact that unlawful interference is occurring, any significant circumstances, and any intended deviation from your current flight plan. The purpose of this is to enable the ATSU — that's the Air Traffic Services Unit — to give your aircraft priority and to minimize conflict with other aircraft. Now, there's a specific document that contains guidance for this situation. It's called Attachment B to Annex 2. Annex 2 is part of the ICAO — International Civil Aviation Organization — framework, and Attachment B provides the detailed guidance notes for handling unlawful interference. Let me break down the specific procedures. Unless conditions on the aircraft dictate otherwise, the PIC — that's the Pilot in Command — is to attempt to continue flying on the assigned track and at the assigned level. You should keep doing this at least until you're able to notify an ATCU — that's an Air Traffic Control Unit — or until you're within the coverage of a radar unit. So the default is to stay on your assigned route and altitude as long as you possibly can. But what if you're forced to depart from your assigned track or level without being able to notify ATC? Then, if possible, you should do two things. First, attempt to broadcast warnings on the VHF emergency frequency, which is 121.500 MHz. VHF stands for Very High Frequency. You should also use other on-board systems if circumstances permit — specifically, the SSR, which is the Secondary Surveillance Radar, by squawking A/7500. That's the transponder code for hijacking. You can also use data links if available. After that, you should proceed in accordance with the applicable special procedures for in-flight contingencies. These are established and published in Doc 7030, which is the Regional SUPPS — that's the Regional Supplementary Procedures. So if there are regional procedures in place, you follow those. But if no regional procedures have been established, then you proceed at a level different from IFR levels. IFR stands for Instrument Flight Rules. Specifically, you fly at a level that is 1000 feet above FL290, or 500 feet below FL290. FL290 is Flight Level 290, which is 29,000 feet. So you're deliberately choosing an altitude that's offset from the standard IFR cruising levels, which makes it easier for radar to identify you as an aircraft in distress. Now let's move to interception of civil aircraft. Each Contracting State — that's a country that has agreed to the ICAO convention — has the right to establish procedures for the interception and identification of aircraft flying in its territorial airspace. Territorial airspace is the airspace over a state's land and territorial waters. There could be several reasons for interception. For example, an aircraft flying in the state's airspace without authorization, or penetration by an aircraft of a notified sensitive or prohibited area. So if you enter airspace you shouldn't be in, you might be intercepted. That's the core of this section. Let me make sure you understand the key numbers and codes: 121.500 MHz for VHF emergency, A/7500 for the SSR squawk, 1000 feet above FL290 or 500 feet below FL290 for the alternate level, and the reference documents Attachment B to Annex 2 and Doc 7030 Regional SUPPS. These are the exact figures and references you'll need to recall.