24. The term "risk of collision" shall include risk of injury due to undue proximity of other aircraft. Every aircraft that is required by these rules to give way to another to avoid collision, shall keep a safe distance, having regard to the circumstances of the case.
25. While observing the rules regarding risk of collision contained in paragraph 24, a motor-driven aircraft must always manoeuvre according to the rules contained in the following paragraphs, as soon as it is apparent that, if it pursued its course, it would pass at a distance of less than 200 metres from any part of another aircraft.
26. When two motor-driven aircraft are meeting end on or nearly end on each shall alter its course to the right.
27. When two motor-driven aircraft are on courses which cross, the aircraft which has the other on its own right side shall keep out of the way of the other.
28. An aircraft overtaking any other shall keep out of the way of the overtaken aircraft by altering its own course to the right, and must not pass by diving.
Every aircraft coming up with another aircraft from any direction more than 110 degrees from ahead of the latter, i. e., in such a position with reference to the aircraft which it is overtaking that at night it would be unable to see either of that aircraft's side lights, shall be deemed to be an overtaking aircraft, and no subsequent alteration of the bearing between the two aircraft shall make the overtaking aircraft a crossing aircraft within the meaning of these rules, or relieve it of the duty of keeping clear of the overtaken aircraft until it is finally past and clear.
As by day the overtaking aircraft cannot always know with certainty whether it is forward or abaft the direction mentioned above from the other aircraft, it should, if in doubt, assume that it is an overtaking aircraft and keep out of the way.
29. Where by any of these rules one of the two aircraft is to keep out of the way, the other shall keep its course and speed. When, in consequence of thick weather or other causes, the aircraft having the right of way finds itself so close that collision cannot be avoided by the action of the giving-way aircraft alone, it shall take such action as will best aid to avert collision.
30. Every aircraft which is directed by these rules to keep out of the way of another aircraft shall, if the circumstances of the case admit, avoid crossing ahead of the other.
31. In following an officially recognised air route every aircraft, when it is safe and practicable, shall keep to the right side of such route.
32. All aircraft on land or sea about to ascend shall not attempt to "take off" until there is no risk of collision with alighting aircraft.
33. Every aircraft in a cloud, fog, mist or other conditions of bad visibility shall proceed with caution, having careful regard to the existing circumstances and conditions.
34. In obeying and construing these rules due regard shall be had to all dangers of navigation and collision and to any special circumstances which may render a departure from the above rules necessary in order to avoid immediate danger.
SECTION IV.
BALLAST
35. The dropping of ballast other than fine sand or water from aircraft in the air is prohibited.
SECTION V.
RULES FOR AIR TRAFFIC ON AND THE VICINITY OF AERODROMES.
36. At every aerodrome there shall be a flag hoisted in a prominent position which shall indicate that if an aircraft about to land or leave finds it necessary to make a circuit, or partial circuit, such circuit shall be left-handed (anti-clockwise) or right-handed (clockwise), according to the colour of the flag. A white flag shall indicate a right-handed circuit, i. e., that the flag is kept to the right side or side which carries the green light of the aircraft, and a red flag shall indicate a left-handed circuit, i. e., that the red flag is kept to the left side or side which carries the red light of the aircraft.
37. When an aeroplane starts from an aerodrome it shall not turn until 500 metres distance from the nearest point of the aerodrome, and the turning then must conform with the regulations provided in the preceding paragraph.
38. All aeroplanes flying between 500 and 1.000 metres distance from the nearest point of an aerodrome shall conform to the above mentioned circuit law, unless such aeroplanes are flying at a greater height than 2.000 metres.
39. Acrobatic landings are prohibited at aerodromes of contracting States used for international aerial traffic. Aircraft are prohibited from engaging in aerial acrobatics within distance of at least 2.000 metres from the nearest point of such aerodromes.
40. At every recognised aerodrome the direction of the wind shall be clearly indicated by one or more of the recognised methods, e. g., landing T, conical streamer, smudge fire, &c.
41. Every aeroplane when taking off or alighting on a recognised aerodrome used for international air traffic shall do so up-wind except when the natural conditions of the aerodrome do not permit.
42. In the case of aeroplanes approaching aerodromes for the purpose of landing, the aeroplanes flying at the greater height shall be responsible for avoiding the aeroplane at the lower height, and shall as regards landing observe the rules of paragraph 28 for passing.
43. Aeroplanes showing signals of distress shall be given free way in attempting to make a landing on an aerodrome.
44. Every aerodrome shall be considered to consist of three zones when looking upwind. The right-hand zone shall be the taking-off zone, and the left-hand shall be the landing zone. Between these there shall be a neutral zone. An aeroplane when landing should attempt to land as near as possible to the neutral zone, but in any case on the left of any aeroplanes which have already landed. After slowing up or coming to a stop at the end of its landing run, an aeroplane will immediately taxi into the neutral zone. - Similarly an aeroplane when taking off shall keep as far as possible towards the right of the taking-off zone, but shall keep clear to the left of any aeroplanes which are taking off or about to take off.
45. No, aeroplane shall commence to take off until the preceding aeroplane is clear of the aerodrome.
46. The above rules shall apply equally to night landings on aerodromes, when the signals shall be as follows:
a) A red light shall indicate a left-hand circuit, and a green light shall indicate a right-hand circuit. (See paragraph 36). The right-hand zone will be marked by white lights placed in the position of an "L", and the left-hand zone will be similarly marked. The "L's" shall be back to back, that is to say, the long sides of the "L's" will indicate the borders of the neutral zone, the direction of landing shall invariably be along the long arm of the "L", and towards the short arm. The lights of the "L's" should be so placed that the lights indicating the top extremity of the long arm shall be the nearest point on the aerodrome upon which an aeroplane can safely touch ground. The lights indicating the short arm of the "L" should indicate the limit of safe landing ground for the aeroplanes, that is, that the aeroplane should not over-run the short arm. (See diagram A.)
b) Where it is desired to save lights and personnel the following system may be used:
Two lights shall be placed on the windward side of the aerodrome to mark the limits of the neutral zone mentioned in paragraph 44, the line joining the lights being at right angles to the direction of the wind. Two more lights shall be placed as follows: one on the leeward side of the aerodrome on the line drawn parallel to the direction of the wind and passing midway between the two lights, on the windward side, to show the extent of the aero drome and the direction of the wind, and the other shall be placed midway between the two lights marking the limits of the neutral zone (See diagram B).
Additional lights may be symmetrically put along the boundary lines of the neutral zone and on the ends of the taking-off and landing zones on the line through the three lights on the windward side.
47. No fixed balloon, kite, or moored airship has be elevated in the vicinity of any aerodrome without a special authorisation, except in the cases provided for in paragraph 20.
48. Suitable markings shall be placed on all fixed obstacles dangerous to flying within a zone of 500 metres of all aerodromes.
SECTION VI.
GENERAL.
49. Every aircraft manoeuvring under its own power on the water shall conform to the Regulations for Preventing Collisions at Sea, and for the purposes of these regulations shall be deemed to be a steam-vessel, but shall carry the lights specified in the preceding rules, and not those specified for steam-vessels in the Regulations, for Preventing Collisions at Sea, and shall not use, except as specified in paragraphs 17 and 20 above, or be deemed to hear the sound signals specified in the above mentioned Regulations.
50. Nothing in these rules shall exonerate any aircraft, or the owner, pilot or crew thereof, from the consequences of any neglect to carry lights or signals, or of any neglect to keep a proper lookout, or of the neglect of any precaution which may be required by the ordinary practice of the air, or by the special circumstances of the case.
51. Nothing in these rules shall interfere with the operation of any special rule or rules duly made and published relative to navigation of aircraft in the immediate vicinity of any aerodrome or other place, and it shall be obligatory on all owners, pilots, or crews of aircraft to obey such rules.
ANNEX E.
MINIMUM QUALIFICATIONS NECESSARY FOR OBTAINING CERTIFICATES AS PILOTS AND NAVIGATORS.
SECTION I.
CERTIFICATES FOR PILOTS OF FLYING MACHINES.
A. Private pilot's flying certificate
(not valid for purposes of public transport).
1. Practical Tests:
In each practical test the candidate must be alone in the flying machine.
a) Test for Altitude and Gliding Flight. A flight without landing during which the pilot shall remain for at least an hour at a minimum altitude of 2.000 metres above the point of departure. The descent shall finish with a glide, the engines cut off at 1,500 metres above the landing ground. The landing shall be made without restarting the engine and within 150 metres or less of a point fixed beforehand by the official examiners of the test.
b. Tests of Skill. A flight without landing around two posts (or buoys) situated 500 metres apart making a series of five figure-of-eight turns, each turn reaching one of the two posts (or buoys). This flight shall be made at an altitude of not more than 200 metres above the ground (or water) without touching the ground (or water). The landing shall be effected by:
i) Finally shutting off the engine or engines at latest when the aircraft touches the ground (or water).
ii) Finally stopping the flying machine within a distance of 50 metres from a point fixed by the candidate before starting.
2. Special Requirements:
Knowledge of rules as to Lights and Signals, and Rules of the Air. Rules for Air Traffic on and in the Vicinity of Aerodromes. A practical knowledge of international air legislation.
B. Pilot's flying certificate for flying machines used for purposes of public transport.
1. Practical Tests:
In each practical test the candidate must be alone in the flying machine.
a) The tests, for altitude and gliding flight and for skill are the same as those required for a private pilot's flying certificate. Candidates already in possession of the latter certificate are not required to pass these tests again.
b) Test of endurance consisting of a cross-country or oversea flight of at least 300 kilometres, after which the final landing shall be made at the point of departure. This flight shall be made in the same flying machine within eight hours. It shall include two obligatory landings (during which the machine must come to rest), which shall not be at the point of departure, but which shall be fixed by the judges.
At the time of departure the candidate shall be informed of his course and furnished with the appropriate map. The judges will decide whether the course has been correctly followed.
c) Night Flight. A thirty minutes' flight made between two hours after sunset and two hours before sunrise, at a height of at least 500 metres.
2. Technical Examination:
After satisfactory practical tests have been passed, candidates will, when summoned, submit themselves to examination on
a) Flying Machines:
Theoretical knowledge of the resistance of the air as concerns its effects on wings and tail planes, rudders, elevators, and propellers; functions of the different parts of the machine and of their controls.
Assembling of flying machines and their different parts.
Practical tests on rigging.
b) Engines:
General knowledge of internal combustion engines, including functions of the various parts; a general knowledge of the construction, assembling, adjustment, and characteristics of aero-engines.
Causes of the faulty running of engines and of breakdown.
Practical tests in running repairs.
c) Special Requirements:
Knowledge of Rules as to Lights and Signals and Rules of the Air, and Rules for Air Traffic on and in the Vicinity of Aerodromes.
Practical knowledge of the special conditions of air traffic and of international air legislation.
Map reading, orientation, location of position, elementary meteorology.
REMARKS.
The practical tests shall be carried out within a maximum period of one month.
They may be carried out in any order, and each may be attempted twice. They shall be witnessed by properly accredited examiners, who will forward the official reports to the proper authorities.
The official reports will give the different incidents; especially those of landings. The candidates shall furnish before each test proper identity forms.
A barograph shall be carried on all practical tests, and the graph, signed by the examiners, shall be attached to their report.
Pilots who hold the military pilot's certificate shall be entitled to the private pilot's flying certificate, but, in order to obtain the pilot's flying certificate for purposes of Public Transport it will be necessary to pass the technical conditions for navigation as required by B (2) (c).
SECTION II.
CERTIFICATES FOR PILOTS OF BALLOONS.
1. Practical Tests:
The candidate must have completed the following certified ascents-
1. By day: 3 ascents under instruction 1 ascent in control under supervision.
1 ascent alone in the balloon.
2. By night: 1 ascent alone in the balloon.
Each ascent shall be -of at least two hours' duration.
2. Theoretical Tests:
Elementary aerostatics and meteorology.
3. Specialy Requirements:
General knowledge of a balloon and its accessories; inflation; rigging; management of an ascent; instruments; precautions against cold and high altitudes.
Knowledge of Rules as to Lights and Signals and Rules of the Air; Rules for Air Traffic on and in the Vicinity of Aerodromes.
Practical knowledge of international air legislation, Map reading and orientation.
SECTION III.
CERTIFICATES FOR AIRSHIP OFFICER PILOTS.
Every airship officer pilot shall have qualified as pilot of a free balloon.
There shall be thre classes of airships officer pilots.
The holder of a first-class certificate is qualified to command any airship.
The holder of a second-class certificate is qualified to command airships under 20.000 cubic metres capatity.
The holder of a third-class certificate is qualified to command airships under 6.000 cubic metres capatity.
All military and naval airship officer pilots are entitled to a third-class certificate.
All military and naval airship officer pilots who have commanded airships over 6.000 cubic metre capacity are entitled to a first-class certificate.
QUALIFICATIONS FOR THIRD-CLASS CERTIFICATE.
Practical Tests:
a) Twenty certified flights (three of which shall be by night) in an airship, each flight being of at least one hour's duration. In at least four of these flights the candidate must have handled the airship himself, under the supervision of the commanding officer of the airship, including ascent and landing.
b) One cross-country flight on a predetermined course of at least 100 kilometres, terminating with a night landing, and made with a duly authorised inspector on board.
Theoretical Examination:
Aerostatics and meteorology. (Density of gases, laws of Mariotte and of Gay-Lussac; barometric pressure, Archimedes principle; confinement of gases; interpretation and use of meteorological information and of weather charts.)
Physical and chemical properties of light gases, and of materials used in the construction of airships.
General theory of airships.
Dynamic properties of moving bodies in air.
General Knowledge:
Elementary knowledge of internal combustion engines.
Elementary navigation; use of the compass; location of position.
Inflation; stowage; rigging; handling; controls and instruments.
QUALIFICATIONS FOR SECOND CLASS CERFICATE.
Practical Tests:
To be eligible for a second-class certificate a candidate must be holder of a third-class certificate and have at least four months' service as a third class officer on an airship; and also have completed at least ten flights as third-class officer on an airship of capatity above 6.000 cubic metres, in which he has handled the airship himself including ascent and landing, under the supervision of the commanding officer of the airship.
Theoretical Examination:
Advanced knowledge of the subjects required for the third-class certificate.
QUALIFICATION FOR FIRST-CLASS CERTIFICATS.
Practical Tests:
To be eligible for a first-class certificate a candidate must be holder of a second-class certificate, have at least two months' active service as a second-class officer on an airship, and also have completed at least five flights as second-class officer of an airship of capatity above 20.000 cubic metres, in which he has handled the airship himself, including ascent and landing, under the supervision of the commanding officer of the airship. Each flight must be at least of one hour's duration with a minimum of fifteen hours for the five flights.
Theoretical Examination:
As required for a second-class certificate.
SECTION IV.
CERTIFICATE FOR NAVIGATORS.
Aircraft used for public transport carrying more than ten passengers and having to make a continuous flight between two points more than 500 kilometres apart overland, or a night flight, or a flight between two points more than 200 kilometres apart over sea, must have on board a navigator who has been granted a certificate as such after passing a theoretical and practical examination in the following:
1. Practical Astronomy:
True and apparent movements of the celestial bodies.
Different aspects of the celestial sphere.
Hour angles, mean, true, and astronomical time.
Shape and dimensions of the earth.
Star globes and maps.
Method of determining latitude, longitude, time, and azimuth.
2. Navigation:
Maps and charts-how to read them.
Compass; magnetic meridian; variation, deviation.
Courses, bearings, and their corrections.
Compensation of compasses (technical and practical).
Calculations of azimuth.
Flight by dead reckoning, measure of the relative speed, drift, traverse table.
Chronometer, chronometer rate, comparisons.
Sextants, adjustments.
Nautical almanac.
Determination of positions by means of bearing and altitude of stars.
Knowledge of great circle navigation. Aeronautical navigational instruments.
3. General Knowledge:
International rules for air and maritime navigation.
International air legislation.
Practical knowledge of meteorology and of weather charts.
SECTION V.
MEDICAL CERTIFICATES.
International Medical Requirements for Air Navigation.
1. Every candidate before obtaining a licence as a pilot, navigator or engineer of aircraft engaged in public transport will present himself for examination by specially qualified medical men (flight surgeons), appointed by or acting under the authority of the contracting State.
2. Medical supervision, both for the selection and the maintenance of efficiency, shall be based upon the following requirements of mental and physical fitness:
a) Good family and personal history, with particular reference to nervous stability. Absence of any mental, moral or physical defect which will interfere with flying efficiency.
b) The minimum age for pilots and navigators engaged in public transport shall be nineteen (19) years.
c) General Surgical Examination. The aeronaut must neither suffer from any wound, injury or operation nor possess any abnormality, congenital or other wise, which will interfere with the efficient and safe handling of aircraft.
d) General Medical Examination. The aeronaut must not suffer from any disease or disability which renders him liable suddenly to become incompetent in the management of aircraft. He must possess heart, lungs, kidneys and nervous system capable of with standing the effects of altitude and also the effects of prolonged flight.
e) Eye Examnination. The aeronaut must possess a degree of visual acuity compatible with the efficient performance of his duties. No pilot or navigator shall have more than two (2) dioptres of latent hypermetropia; muscle balance must be good and commensurate with the refraction. He must have a good field of vision in each eye and must possess normal colour perception.
f) Ear Examination. The middle ear must be healthy. The aeronaut must possess a degree of auditory acuity compatible with the efficient performance of his duties.
g) The vestibular mechanism must be intact and neither unduly hypersensitive or hyposensitive.
h) Nose and Throat Examination. The aeronaut must possess free nasal air entry on either side and not suffer from serious acute or chronic affections pf the upper respiratory tract.
3. Each contracting State shall for the present fix its own methods of examination until the detail of tests and the minimal standard of requirements have been finally settled by the authorised medical representatives of the International Commission for Air Navigation.
4. The successful candidate will receive a medical certificate of acceptance, which must be produced before the licence can be issued.
5. In order to insure the maintenance of effeciency, every aeronaut shall be re-examined periodically, at least every six months, and the findings shall be attached to his original record. In case of illness or accident also, an aeronaut shall be re-examined and pronounced fit before resuming air duties. The date and result of each re-examination shall be recorded on the aeronaut's flying certificate.
6. No aeronaut who, before the date of the present Convention, has given proof of his flying ability, shall, so long as he retains such ability, be necessarily disqualified because he fails to fulfil all of the above requirements.
7. Each contracting State may raise the conditions set forth above, as it deems fit, but these minimal requirements shall be maintained internationally.
ANNEX F.
INTERNATIONAL AERONAUTICAL MAPS AND GROUND MARKINGS.
International maps shall be made and ground marks established in accordance with the following général principles:
SECTION I.
MAPS.
1. Two types of aeronautical maps shall be used. They are hereafter mentioned as general maps and local maps.
2. The index scheme for the aeronautical maps, both general and local, shall be based on the index scheme adopted for the "International 1: 1,000.000 scale map" by the official International Congress convened for the purpose in London in 1909 and in Paris in 1913.
Note. - Extract from the resolutions adopted by the Conferences at London and Paris.
The sheets of the international 1: 1,000.000 scale map shall include 6 degrees of longitude and 4 degrees of latitude. The limiting meridians of the sheets shall be at successive intervals, reckoning from the Greenwich, of 6 degrees; and the limiting parallels, reckoning from the Equator, shall be at successive intervals of 4 degrees.
The longitudinal sectors, from longitude 180° E. or W. of Greenwich, are given numbers from 1 to 60, increasing in an easterly direction.
The 22 zones, of 4 degrees in depth, extending from the Equator on each side to 88° latitude, are given letters from A to V.
The polar areas extending for 2 degrees, are lettered Z.
In the northern hemisphere, each sheet shall bear a descriptive symbol composed of the letter N - followed by the zone letter and sector number corresponding ti its position, thus: N. K. - 12.
In the southern hemisphere, the letter S shall replace the letter N. Example: S. L. - 28.
3. The metre shall be used as the standard of measurement for lenghts, distances, heights and depths, reserving for each-nation the right to add figures expressing these quantities in its own units.
4. The colours, symbols and arrangements for production adopted for the International 1:1,000.000 scale map shall be used as far as practicable on the aeronautical maps.
5. The general maps shall be drawn on Mercator's projection and shall be to a scale of one degree of longitude equals three centimetres. The general maps shall have marked on them in fine lines the meridians and parallels of each degree and the meridinas and parallels limiting the unit sections of the 1:1,000.000 map shall be accentuated. The same designation of unit sections shall be used as for the 1:1,000.000 map.
6. Each general (Mercator) map, shall bear the French heading Carte Générale Aéronatique Internationale (see the conventional sign plate figure 1), and under it a translation of this heading in the language of the country publishing the map. It shall also bear an appropriate geographical name.
Each sheet shall show at least the following: principal physical features and geographical names, wireless stations, marine light houses (height and range at sea level, colour and character of the light); national frontiers, prohibited areas, principal air routes, lines of equal magnetic variation, South Polar distance, latitude, old and new notation of longitude (see paragraph 7), with an outer margin containing lettres and numbers referring to the index of the 1:1,000.000 map, legend of symbols in English or French and in the language of the country publishing the maps, publisher's name and date of publication and of successive editions.
7. The local maps shall be drawn to a scale of 1:200.000.
Note. - For local aeronautical maps of sparsely inhabited countries, the scale of 1:500.000 or 1: 1,000.000, as appropriate, may be used.
In addition to the customary latitude and longitude notations, the local aeronautical map shall bear numbers enclosed in rectangles, corresponding to a new system of co-ordinate reckoning based on the antimeridian of Greenwich and the South Pole. The new grid reckoning, with regard to latitude, shall commence with the South Pole as zero and increase northward by degrees and minutes to 180° at the North Pole, and with regard to longitude shall commence with the antimeridian of Greenwich as zero and run eastward by degrees and minutes to 360°.
8. Each unit sheet of the local aeronautical maps shall bear the French heading Carte Normale Aéronautique Internationale (see the conventional sign plate figure 2) and under it a translation of this heading in the language of the country publishing the map. It shall comprise one degree of latitude-and one degree of longitude and shall be designated by a locality name and by the new co-ordinates (described in paragraph 7) of the south-west corner of the sheet, the unit digits being accentuated. In these designating co-ordinates, the figures referring to the South Polar distance shall invariably be written first.