Thank you.
To start with, let me clarify several legal issues along with the issue of notifications and your direct question, with your permission.
Very briefly, first, from the point of international law, the only issue was the correlations in the definitions of international air space and national air space. So all the notes that in most cases might be applied with regard to flights of military aircraft, for instance, do respond to the so-called Chicago Convention on International Civil Aviation of 1944, with all its regulations regarding national air space.
National air space, I might remind you, covers the air space over national territory, which is the land block with the adjacent territorial sea, which, according to the UN 1982 Convention on the Law of the Sea, is up to 12 nautical miles, or 22.2 kilometres--if I'm not mistaken, but that's an approximation--which means that whatever happened in the zone of approximately 200 kilometres from the coastline of either Canada or the United States has nothing to do with the regulations of this particular Chicago Convention of 1944. Naturally, it has something to do with the international space regulations, which are also applicable to the Chicago Convention, but only when it comes to civil aircraft.
Article 3 of the Chicago Convention indicates that there are special but pretty different rules. One applies to so-called state aircraft, and that is aircraft that are used for the purposes of the military, the customs, and the police. That's exactly the case, and there is not a single article in either the Chicago Convention or any other existent international conventions that might cover the flights of military aircraft when they are in international air space.
There are several special cases like the one that deals with the 1959 Antarctic Treaty, which is purely for demilitarized zones, but that's pretty different.
So if we're talking about the Arctic, there is nothing we might use as an obligatory international obligation with regard to either behaviour if it is just an air training flight--naturally I'm not speaking about military activity--or when we're speaking about notifications.
With regard to notifications--and I'm speaking about the period of the Cold War--as early as the process of detente starting in the early 1970s, both sides realized that there was really a grey zone in international law and something should be done to regulate, one way or the other, the flights of military aircraft, which eventually made a start for different multi-layered confidence- and security-building measures based on a variety of international and bilateral--actually, Russian, or Soviet and American at that period of time--and multilateral treaties. One of those is the so-called Stockholm Document of 1986--