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to civil aircraft, whether over the territory of a State or
over the high seas, shall be coordinated with the appropriate
air traffic services authorities. The coordination shall be
effected early enough to permit timely promulgation of
information regarding the activities in accordance with the
provisions of Annex 15.
2.17.1.1 Recommendation.— If the appropriate ATS
authority is not that of the State where the organization
planning the activities is located, initial coordination should
be effected through the ATS authority responsible for the
airspace over the State where the organization is located.
2.17.2 The objective of the coordination shall be to
achieve the best arrangements which will avoid hazards to
civil aircraft and minimize interference with the normal
operations of such aircraft.
2.17.2.1 Recommendation.— In determining these
arrangements the following should be applied:
Chapter 2 Annex 11 — Air Traffic Services
2-7 1/11/01
a) the locations or areas, times and durations for the
activities should be selected to avoid closure or
realignment of established ATS routes, blocking of the
most economic flight levels, or delays of scheduled
aircraft operations, unless no other options exist;
b) the size of the airspace designated for the conduct of the
activities should be kept as small as possible;
c) direct communication between the appropriate ATS
authority or air traffic services unit and the organization
or unit conducting the activities should be provided for
use in the event that civil aircraft emergencies or other
unforeseen circumstances require discontinuation of the
activities.
2.17.3 The appropriate ATS authorities shall be responsible
for initiating the promulgation of information regarding the
activities.
2.17.4 Recommendation.— If activities potentially
hazardous to civil aircraft take place on a regular or continuing
basis, special committees should be established as required to
ensure that the requirements of all parties concerned are
adequately coordinated.
2.17.5 Adequate steps shall be taken to prevent emission
of laser beams from adversely affecting flight operations.
Note 1.— Guidance material regarding the hazardous effects
of laser emitters on flight operations is contained in the Manual
on Laser Emitters and Flight Safety (Doc 9815).
Note 2.— See also Annex 14 — Aerodromes, Volume I —
Aerodrome Design and Operations, Chapter 5.
2.17.6 Recommendation.— In order to provide added
airspace capacity and to improve efficiency and flexibility of
aircraft operations, States should establish procedures providing
for a flexible use of airspace reserved for military or
other special activities. The procedures should permit all
airspace users to have safe access to such reserved airspace.
2.18 Aeronautical data
2.18.1 Determination and reporting of air traffic servicesrelated
aeronautical data shall be in accordance with the
accuracy and integrity requirements set forth in Tables 1 to 5
contained in Appendix 5 while taking into account the
established quality system procedures. Accuracy requirements
for aeronautical data are based upon a 95 per cent confidence
level, and in that respect three types of positional data shall be
identified: surveyed points (e.g. navigation aids positions),
calculated points (mathematical calculations from the known
surveyed points of points in space, fixes) and declared points
(e.g. flight information region boundary points).
Note.— Specifications governing the quality system are
given in Annex 15, Chapter 3.
2.18.2 Contracting States shall ensure that integrity of
aeronautical data is maintained throughout the data process
from survey/origin to the next intended user. Aeronautical data
integrity requirements shall be based upon the potential risk
resulting from the corruption of data and upon the use to
which the data item is put. Consequently, the following
classification and data integrity level shall apply:
a) critical data, integrity level 1 × 10-8: there is a high
probability when using corrupted critical data that the
continued safe flight and landing of an aircraft would be
severely at risk with the potential for catastrophe;
b) essential data, integrity level 1 × 10-5: there is a low
probability when using corrupted essential data that the
continued safe flight and landing of an aircraft would be
severely at risk with the potential for catastrophe; and
c) routine data, integrity level 1 × 10-3: there is a very low
probability when using corrupted routine data that the
　
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