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 sidelights, 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 in the Vicinity of Aerodromes. 36. At every licensed 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 righthanded 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, .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 yards distant from the nearest point of the aerodrome, and the turning must then conform with the regulations provided in the preceding paragraph. 38. All aeroplanes flying between 500 and 1.000 yards distant 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 6.000 feet. 39. Acrobatic landings are prohibited at aerodromes of contracting States used for international air traffic. Aircraft are prohibited from engaging in aerial acrobatics within a distance of at least 2,000 yards from the nearest point of such aerodromes. 40. At every licensed aerodrome the direction of the wind shall be clearly indicated by one or more of the recognised methods, e.g., landing tee, conical streamer, smudge fire, &c. 41. Every aeroplane, when taking off from or alighting on an 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 aeroplane 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 of this Schedule 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 up-wind. 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 shall 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 of this Schedule). The right-hand zone shall be marked by white lights placed in the position of an L." and the left-hand zone shall be similarly marked. The L's" shall be back to back, so that the long sides of the "L's" 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 overrun the short arm (see Diagram A). (6.) 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 of this Schedule, 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 aerodrome 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 placed symmetrically 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 shall be elevated in the vicinity of any aerodrome without a special authorisation, except in the cases provided for in paragraph 20 of this Schedule. 48. Suitable markings shall be placed on all fixed obstacles dangerous to flying within a zone of 500 yards 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 steamvessel, 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 of this Schedule, 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 look-out, 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 approved by the Secretary of State 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. SCHEDULE V. LICENSING OF PERSONNEL. 1. Every person acting as a commander, pilot, navigator, engineer, or other operative member of the crew of a British aircraft registered in the British Islands shall be the holder of a licence in respect of the capacity in which he is so acting, granted or rendered valid under the provisions of this Order. Licensing Authority. 2. Licences shall be granted by the Secretary of State. Pilots. 3. A person applying for a pilot's licence to fly aircraft other than passenger or goods aircraft must produce such proofs of competency as may be prescribed. 4. A person applying for a pilot's licence to fly passenger or goods aircraft will be required (a.) To produce such further proofs of competency as may be prescribed; and (6.) To pass a medical examination carried out under the control of the Secretary of State; and (c.) To submit proof of recent reasonable flying experience on the class of aircraft for which the licence is required, or failing such proof to undergo practical tests. 5. A person applying for a pilot's licence, who is qualified as a Royal Air Force pilot, shall be granted such exemptions from the requirements of the last two preceding paragraphs as the Secretary of State may direct. Navigators. 6. A person applying for a licence to navigate passenger or goods aircraft will be required to (a.) Pass a medical examination carried out under the control of the Secretary of State; and (b.) Produce such proofs of competency as may be prescribed. Engineers 7. A person applying for a licence as engineer in passenger or goods aircraft will be required to (a.) Pass a medical examination carried out under the control of the Secretary of State; and (6.) Produce such proofs of competency as may be prescribed. Other Persons. 8. Persons applying for a licence in any other capacity than those above specified must comply with such conditions as may be directed by the Secretary of State. Validation of Foreign Licences. 9. When a licence has been granted by the duly competent authority in any foreign State and is for the time being in force, the Secretary of State may, subject to such conditions and limitations and for such period as he shall think fit, confer on such licence the same validity for the purpose of flying British aircraft registered in the British Islands as if it had been granted under this Order. Validity of Licences issued in His Majesty's Dominions. 10. A licence granted by the duly competent authority of any place within His Majesty's dominions to a pilot, navigator or engineer shall for the purposes of this Order have the same validity and effect as if it had been granted under this Order. General. 11. Hoiders of licences may be required from time to time to undergo further medical examinations carried out under the control of the Secretary of State. 12. Licences shall remain valid for the following periods : and shall not be valid unless endorsed at those intervals by the Secretary of State. 13. In this Schedule the expression "licence of competency. includes a certificate SCHEDULE VI. (A.)-Registration. 1. The fee chargeable on the issue of a certificate of registration of an aircraft shall be £1 18. Od., and for the renewal of the certificate 58. (B.)-Airworthiness. 2. The following fees shall be charged on the issue of a certificate of airworthiness for a type aircraft : When the nominal horse-power does not exceed £ બે 200 400 600 When the nominal horse-power exceeds . 600 65 90 110 126 Where an application is made for a certificate of airworthiness for a type aircraft which so far resembles a type aircraft in respect of which a certificate of airworthiness has already beeen isued by the Secretary of State as materially to reduce the work involved in carrying out the investigations, caculations, tests, and inspections necessary for the issue of the certificate which is applied for, the fee chargeable shall be reduced by such an amount as is, in the opinion of the Secretary of State, proportionate to such reduction as aforesaid. 3. The fee chargeable on the issue of a certificate of airworthiness for a subsequent aircraft of a type in respect of which a type certificate has been issued, and the fee chargeable for the renewal of any certificate of airworthiness, shall be £5 58. Od. 4. The fee chargeable for the validation of a certificate of airworthiness issued abroad shall be such a fee as is in the opinion of the Secretary of State reasonable, but shall not exceed in any case the fee which would be chargeable under paragraph 2 of this Schedule for the issue of a certificate of airworthiness for an aircraft of the same nominal horse-power. (C.)-Aerodromes. 5.-(a.) The following fees shall be charged on the issue and renewal of a licence for an aerodrome : |