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it shall take such of the following steps as are
appropriate in the circumstances:
a) inform the ATS unit serving the airspace in which the
interception is taking place, providing this unit with
available information that will assist in identifying the
aircraft and requesting it to take action in accordance
with 2.23.2.1;
b) relay messages between the intercepted aircraft and the
appropriate ATS unit, the intercept control unit or the
intercepting aircraft.
2.24 Time in air traffic services
2.24.1 Air traffic services units shall use Coordinated
Universal Time (UTC) and shall express the time in hours and
minutes and, when required, seconds of the 24-hour day
beginning at midnight.
2.24.2 Air traffic services units shall be equipped with
clocks indicating the time in hours, minutes and seconds,
clearly visible from each operating position in the unit
concerned.
2.24.3 Air traffic services unit clocks and other timerecording
devices shall be checked as necessary to ensure
correct time to within plus or minus 30 seconds of UTC.
Wherever data link communications are utilized by an air
traffic services unit, clocks and other time-recording devices
shall be checked as necessary to ensure correct time to within
1 second of UTC.
2.24.4 The correct time shall be obtained from a standard
time station or, if not possible, from another unit which has
obtained the correct time from such station.
2.24.5 Aerodrome control towers shall, prior to an aircraft
taxiing for take-off, provide the pilot with the correct time,
unless arrangements have been made for the pilot to obtain it
from other sources. Air traffic services units shall, in addition,
provide aircraft with the correct time on request. Time checks
shall be given to the nearest half minute.
2.25 Establishment of requirements for carriage
and operation of pressure-altitude
reporting transponders
States shall establish requirements for carriage and operation
of pressure-altitude reporting transponders within defined
portions of airspace.
Note.— This provision is intended to improve the
effectiveness of air traffic services as well as airborne collision
avoidance systems.
Chapter 2 Annex 11 — Air Traffic Services
2-11 1/11/01
2.26 ATS safety management
2.26.1 States shall implement systematic and appropriate
ATS safety management programmes to ensure that safety is
maintained in the provision of ATS within airspaces and at
aerodromes.
2.26.2 As of 27 November 2003, the acceptable level of
safety and safety objectives applicable to the provision of ATS
within airspaces and at aerodromes shall be established by the
State or States concerned. When applicable, safety levels and
safety objectives shall be established on the basis of regional
air navigation agreements.
Note.— The acceptable level of safety may be specified in
qualitative or quantitative terms. The following are examples
of measures which could be used to express the acceptable
level of safety:
a) a maximum probability of an undesirable event, such as
collision, loss of separation or runway incursion;
b) a maximum number of accidents per flight hour;
c) a maximum number of incidents per aircraft movement;
d) a maximum number of valid short-term conflict alerts
(STCA) per aircraft movement.
2.26.3 Recommendation.— The acceptable level of
safety and safety objectives applicable to the provision of ATS
within airspaces and at aerodromes should be established by
the State or States concerned. When applicable, safety levels
and safety objectives should be established on the basis of
regional air navigation agreements.
2.26.4 An ATS safety management programme shall,
inter alia:
a) identify actual and potential hazards and determine the
need for remedial action;
b) ensure that remedial action necessary to maintain an
acceptable level of safety is implemented; and
c) provide for continuous monitoring and regular assessment
of the safety level achieved.
2.26.5 Any significant safety-related change to the ATC
system, including the implementation of a reduced separation
minimum or a new procedure, shall only be effected after a
safety assessment has demonstrated that an acceptable level of
safety will be met and users have been consulted. When
appropriate, the responsible authority shall ensure that adequate
provision is made for post-implementation monitoring to
verify that the defined level of safety continues to be met.
Note 1.— When, due to the nature of the change, the
acceptable level of safety cannot be expressed in quantitative
　
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