Air Traffic Flow Management Business Rules

Air Traffic Flow Management Business Rules Version 6.1 Document Manager: Airservices Australia, ATM Network Services Effective date 15 May 2017 ATFM Business Rules Version 6.1 1 of 49

Version Control Version No. Date Changed by Nature of amendment 0.1 20/10/2008 Matt Shepherd First draft 0.2 14/11/2008 Matt Shepherd Second Draft 0.3 27/11/2008 Matt Shepherd Third Draft 0.4 15/12/2008 Matt Shepherd Fourth Draft removed CTOT 1.0 7/04/2009 Matt Shepherd Version approved by Working Group 1.1 Draft 19/01/2010 Greg Marks / John Terlich Realignment to ATFM project 1.2 Draft John Terlich Amendments ex CDM Business Rules Meeting Melbourne, 18 March 2010 1.3 Draft 16/09/2010 John Terlich Editing Grammar 1.4 Draft 20/10/2010 John Terlich Amendments ex Meeting 20/10/2010 with CASIF Chairman, NOC Manager updates in line with ATFM Project (to be ratified by CASIF Members) 1.5 Draft 3/11/2010 John Terlich Amendments following provision of ATFM Software by Metron 1.6 Draft 8/01/2011 John Terlich Amendments ex CASIF ATFM Sub-Working Group Meeting on 16/12/2010 1.7 Draft 16/02/2011 John Terlich Amendments ex CASIF ATFM Sub-Working Group Meeting on 11/01/2011 1.9 Draft John Terlich Amendments as a consequence of industry meeting on 6 October 2011 inclusion of VSPs, amendment to section on departure compliance 2.0 18/2/2012 John Terlich Appendix B updated to reflect changes to Airport Arrival Acceptance Rates Business Rules ex the ACE Perth Departure Management Working incorporated 2.1 25/1/2013 John Terlich Draft for discussion CDM Participants Forum industry meeting 6 th February 2013 ATFM Business Rules Version 6.1 2 of 49

Version No. Date Changed by Nature of amendment 2.2 04/03/2013 John Terlich Incorporation of changes emanating from CDM Participants Forum meeting of 6 th February 2013. Version circulation for endorsement by ATFM BR WG 3.0 DRAFT 16/04/2013 John Terlich Incorporation of changes ex ATFM Business Rules Working Group Telcon of 4 April 2013. DRAFT provided for endorsement to ATFM BR WG for effective date of 30 May 2013 3.0 15/05/2013 John Terlich Version 3.0 accepted by ATFM BR Working Group at ATFM BR Telcon held on 15/5/2013 4.0 04/09/2014 Armando De Olim Incorporation of changes ex ATFM Business Rules Working Group meeting in Sydney 13 August 2014. 5.0 16/02/2016 Armando de Olim Incorporated changes by ATFM Business Rules Working Group meeting 2 December 2015 6.0 01/03/2017 Ally Hardcastle Re-write of Business Rules Document in consultation with ATFM Business Rules Working Group Meeting in Canberra 6 May 2015 6.1 15/05/2017 Armando de Olim Incorporation of changes by the ATFM Working Group meeting 15 March 2017 ATFM Business Rules Version 6.1 3 of 49

Document Hierarchy ICAO Global ATM Operational Concept ASTRA Australian Target Operational Concept ATFM Concept of Operations ATFM Governance Rules ATFM Business Rules Sundry User Requirements System Requirements ATFM User Manual System Management ATFM Business Rules Version 6.1 4 of 49

Table of Contents 1. INTRODUCTION 13 1.1. Purpose of the Business Rules 13 1.2. Context 13 1.3. Audience 14 1.4. Confidentiality 14 1.4.1. Confidentiality of data 14 1.5. Using this document 14 1.5.1. Business rules 15 1.5.2. Descriptions 15 1.6. Users 15 1.7. Document Administration and Change Process 16 1.7.1. Document Administration 16 1.7.2. Change Process 16 1.7.3. ATFM Business Rules Work Group Meetings 16 1.7.4. ATFM Business Rules Work Group Members 17 2. PROVISION OF DATA (TO THE ATFM SYSTEM) 18 2.1. Elements of Data 18 2.2. Completeness of Flight Schedule Information 18 2.3. Initial Schedule Information 19 2.4. Provision of Sydney Slot Information 19 2.5. Provision of Pre-tactical Flight Schedule Information 19 2.6. Schedule Information for Code Share Partners and Responsibilities 19 2.7. Provision of changes to Flight Schedule Information 20 2.7.1. Retention of programmed Timeslots 21 2.8. Flight Plan messages 22 2.9. Flight movement information 22 2.10. Provision of requests for change to programmed flight times 22 2.10.1. Advertising the need for a Timeslot swap 22 2.10.2. Provision of flight schedule information from itinerant operators 23 2.11. Provision of airport capacity information 23 2.12. Provision of meteorological information 24 2.12.1. Meteorological Collaborative Decision Making (MET CDM) 24 2.13. Provision of reference data 24 2.14. Provision of TMI requests 25 ATFM Business Rules Version 6.1 5 of 49

3. RECEIVING DATA (FROM THE ATFM SYSTEM) 26 3.1. Confidentiality 26 3.2. Receipt of Flight Schedule Movement Information 26 4. OPERATING FLIGHTS 27 4.1. Scheduled flights 27 4.2. Unscheduled flights 27 5. PERTH AIRPORT DEPARTURE MANAGEMENT PROCEDURE 28 5.1. Provision and Collation of Flight Schedule Information 28 5.2. Declaration of Airport Departure Capacity 28 5.3. Allocation of COBT 28 5.4. Compliance with COBT 28 5.5. Changing Allocated COBT 29 6. COMPLIANCE 30 6.1. Benefit of Compliance 30 6.1.1. Measurement and monitoring of Compliance 30 6.1.2. Consequences of non-compliance 30 6.1.3. Compliance with Programmed Times 31 6.1.4. Non Compliance Extenuating Circumstances 31 7. MANAGING CONSTRAINED OPERATIONS 32 7.1. Managing Flights 32 7.2. Consultation 32 7.2.1. Recourse for disputes post-operation 32 7.3. Prioritisation 33 7.4. Programming scheduled flights 33 7.4.1. Programming pop-up flights 34 7.4.2. Non-programmable flights 34 7.5. Nomination of Proxy 35 8. PERFORMANCE 36 8.1. Key Performance Areas 36 8.1.1. Compliance 36 8.1.2. Anticipated Airborne Delay Traffic Information Accuracy 37 8.1.3. Predictability 37 9. REPORTS 38 10. APPENDICES 39 10.1. Appendix A - Variable Set Parameters 40 10.4 Appendix B Performance Area Targets 46 ATFM Business Rules Version 6.1 6 of 49

Reference Documents Document ID ICAO Annex 11 ICAO PANS_ATM Doc 4444 ICAO Doc 9426 NOC_CB1-2026 C-MAN0194 Document Title Air Traffic Services, Section 3.7.5. Air Traffic Flow Management Procedures for Air Navigation services- Air Traffic Management Chapter 3, ATS System Capacity and Air Traffic Flow Management Air Traffic Services Planning Manual Part II, Section 1- Airspace and traffic Management Chapter 1 Air Traffic Flow Management and Flow Control NOC_CB1-2026 - National Operations Centre ATFM Concept of Operations ATFM System Access Procedures CDM Data Sharing Agreement 1.10.12 ATFM Business Rules Version 6.1 7 of 49

Terms and Acronyms Term / Acronym Definition AAR ACA ACID ADL Advocacy Service(s) AFP ATFM System AFTN AIP AIBT Airborne Delay Airframe Delay Airspace User ALDT ANSP AOBT Anticipated Airborne Traffic Delay Accuracy ASLOT ATC ATD ATFM Airport Acceptance Rate Airport Coordination Australia Aircraft Identification Aggregate Demand List is a list of information generated by the ATFM Server and sent to all ATFM Client applications Services provided by Network Coordination Centre to resolve an ATFM related issue Airspace Flow Program A number of integrated software applications to support ATFM CDM Aeronautical Fixed Telecommunication Network Aeronautical Information Publication Actual In Block Time time aircraft arrives on block/ at gate. (Equivalent to airline ATA, ACARS In time) The difference between the ETA measured at 200nm destination and the ATA Delay incurred by an aircraft due to a previous flight not being able to meet its scheduled times Airline, pilot, cargo, business, general aviation, military Actual Landing Time, wheels on RWY. (Equivalent to ATC ATA, ACARS On time) Air Navigation Service Provider Actual Off Block/ Gate Time. IATA Definition: Time the aircraft pushes back/ vacates the parking position. (Equivalent to airline/ handlers ATD Actual Time of departure and ACARS Out time) The accuracy with which Anticipated Airborne Delay is predicted by the ATFM system A flights assigned landing slot in the ATFM System Air Traffic Control Actual Time of Departure. For airlines, time off block/ gate. For ATC, time off RWY (Equivalent to ATOT) Air Traffic Flow Management ATFM Business Rules Version 6.1 8 of 49

Term / Acronym Definition ATOT ATS BRMCO BRPD BRRD BROF BRSM BRPER BRREP BEOBT Cancelled Flights CDM CDM Facilitator (CDMF) CDM Participants CDM Participants Major COBT Actual Take Off Time. Aircraft wheels off RWY (Equivalent to ATC ATD, ACARS Off time) Air Traffic Services Business Rule Managing Constrained Operations Business Rule Providing Data Business Rule Receiving Data Business Rule Operating Flights Business Rule System Management Business Rule Performance Business Rule Reports Base Estimated Off Blocks Time the time used by the ATFM system when the first TMI impacting a flight is initiated. The BEOBT is set by the IOBT (or the LOBT if it is a later time provided by an airline operator, prior to a TMI being implemented) Flights which were scheduled or Flight planned to operate but which are cancelled due to Airline internal issues or ATFM System capacity issues Collaborative Decision Making is improved information management providing the foundation for a more extensive and comprehensive exchange of real-time information between ATM, aircraft operators and airports during all phases of flight. Decision-making will be based on sharing of real-time data about actual events that incorporate preferences and constraints. Decisions will be of better quality allowing more flexible responses and enabling greater efficiencies on both a network-wide and individual flight basis. Airservices Australia Network Coordination Centre who manages the ATFM System and enables ATFM CDM processes Any aircraft operator, airport or ANSP participating in CDM ATFM processes. CDM Participants have the responsibility/ accountability to operate in accordance with documented ATFM Business Rules and procedures Major CDM Participants are defined as: - any aircraft operator operating more than 5000 flights per year - any airport processing more than 100000 flights per year Calculated Off Block time (previously GDTP or PDT). Time at which a flight subject to a TMI is programmed to leave the ATFM Business Rules Version 6.1 9 of 49

Term / Acronym Compliance (Compliant) COP CTOT DEDRAT Demand DET Diversion Recovery Flight DOIRD EDCT ELOBT ETD Flight Links Flight Plan Information Flight Plan(s) GDP A GDP D Ground Delay GS Definition gate/ parking position. (Same as EDCT) Compliance is a measure of the difference between an aircraft s actual operating times. Compliance will be measured to the COBT at all airports. The variance required to be nominated compliant will be defined in Business Rules Common Operational Picture Calculated Take Off Time. This is only sent to ATC and is used to manage the departure of aircraft from the RWY. Typically; this time is COBT + taxi time to the departure runway. Where an airport does not have a control Tower, then CTOT shall not be utilised. Dedicated Departure Runway Management. Specific ATC procedure applicable at Melbourne Airport The number of aircraft that require an airport resource or airspace in a defined period. Sydney Slot Reporting A Diversion Recovery Flight is one which has diverted to land at an intermediate airport. When the flight continues on, this flight is considered to be a Diversion Recovery flight. Department of Infrastructure and Regional Development Expected Departure Clearance Time. See COBT Earliest Airline Off Block Time Estimated time of departure An established connection linking information on an airframe, flight number and the arriving and departing gate or ramp. Information distributed by AFTN describing the intention to operate a flight. E.g.: FPL, CHG, DLA, CNL Information distributed by AFTN describing the intention to operate a flight, specifically; FPL Ground Delay Program applicable to flights arriving into the specified airport. A system of delaying departing traffic to meet enroute or arrival slot times. A Ground Delay advice is associated with a COBT/ CTOT Ground Delay Program applicable to flights departing from the specified airport. A system of delaying departing traffic to align departure demand with planned departure capacity. A Ground Delay advice is associated with a COBT/ CTOT Difference in time between the IOBT (BEOBT) and the COBT Ground Stop. A system of stopping departing traffic until an ATFM Business Rules Version 6.1 10 of 49

ILS IOBT ISE IVA KPA MET CDM Term / Acronym Definition enroute or arrival slot time becomes available. A Ground Stop advice is not associated with a CTOT Instrument Landing System refer AIP for full definition Initial Off Block Time Inter Aircraft Operator Slot Exchange Independent Visual Approach parallel runway separation standard (refer AIP for full definition) Key Performance Areas Meteorogical Collaborative Decision Making National Airways System NCC NOS NOTAM OAG OTP PDM Pop-Ups PRM Predictability Pre-tactical Pre-tactical Demand Pre-tactical Flight Schedule Information Pre-tactical Flight Schedule(s) RWY IOBT SIBT SLOT System of airports, airways, ATS and NAVAIDS which encompass the Australian Aviation industry Network Coordination Centre Network Coordination Centre Operations Supervisor Notice to Airmen Official Airline Guide On Time Performance Perth Departure Management Aircraft which have not lodged a Flight Plan or schedule at the time of planning a Traffic Management initiative. Precision Runway Monitor ATC approach radar system (refer AIP for full definition) Predictability refers to the degree to which an aircraft s operation can be forecast and efficiently planned for in order to reduce the cost of the schedule deviation The day before the operation of a flight Airport or Airspace Volume Demand which is assessed in the Pre-tactical timeframe Flight schedule information describing a specific flight which is sent to the ATFM System Flight schedule information describing multiple flights which is sent to the ATFM System Runway Scheduled Off Block Time (previously known as SOBT) Scheduled In Block Time (previously known as GATS) An agreed gate time, issued by ACA to a specific flight for arrival or departure at Sydney Airport. This time may be ATFM Business Rules Version 6.1 11 of 49

Term / Acronym Slot Hold Cancellation SM Strategic Strategic Demand Tactical TAF Telcon Time Out Delay Time Out Cancel Timeslot TMI Updated Flight Schedule Information UPR VSP Definition varied by ATC for traffic management purposes A system set parameter (VSP). Applies when a CDM participant cancels a flight but does not then utilise the slot allocated to the cancelled flight Shift Manager More than one day before flight Demand assessed in the Strategic Timeframe On the day of operation of a flight Terminal Area Forecast Telephone conference Time Out Delay is a system set parameter to enable measurement of flights delayed past ETD (a VSP) The Time Out Delay parameter by when the ATFM System automatically cancels a flight (a VSP) A departure or arrival time used to determine operations in the ATFM System Traffic Management Initiative. This is a requirement put in place to manage demand and capacity issues. There are three basic TMI: AFP, GS and GDP. Changes to flight schedule information already entered into the ATFM System User Preferred Route Variable Set Parameter ATFM Business Rules Version 6.1 12 of 49

1. Introduction 1.1. Purpose of the Business Rules The goal of Air Traffic Flow Management (ATFM) is to distribute ground delay in the system amongst users in a way that causes the minimum disruption and inconvenience to the majority of airspace users, while maintaining or increasing safety and meeting user expectation for efficient, predictable operations. The Business Rules described in this document are intended to: Provide ATC with the capability to optimise the National Airspace System in the most efficient manner possible with regard to balancing demand against capacity and resources against requirements. Provide airspace users with the capability to optimise their networks within agreed boundaries. Provide airport owners with the capability to optimise information sharing and enhance operation. Provide airport operators with better information for development of their airport master plans. 1.2. Context ATFM is the implementation of a set of routine and adhoc processes designed to coordinate the use of airspace in an efficient and effective manner. Collaborative Decision Making (CDM) is one methodology used in managing air traffic flow. It decentralises decision making by enabling all CDM participants to identify realised and potential issues that affect their business and/or general airspace use. CDM Participants may be able to address these issues independently or in consultation with others. CDM is only possible through the development and maintenance of a Common Operational Picture (COP). The ATFM COP is hosted by the facilitator, however its content and utilisation is the responsibility of all CDM Participants. Each CDM Participant supplies the COP with information as to operational intention and capability. This information is shared amongst CDM Participants, who can then use it to communicate effectively and make decisions. Each CDM Participant provides and uses different parts of the COP information and processes information in a different manner according to their goals. Airservices Australia is accountable for air traffic flow management of Australian airspace and must ensure the quality of any decisions that fall into this scope. Airservices Australia will provide an ATFM CDM Facilitator role which is responsible for maintaining a service that accepts and disseminates COP information. In addition, the CDM Facilitator is responsible for ensuring decisions are made in a timeframe to be useful. The timeframes are documented in these business rules. ATFM Business Rules Version 6.1 13 of 49

One of the major goals of CDM is to reduce unnecessary fuel burn and CO2 emissions. This means a reduction in airborne holding, a reduction in uplifting unnecessary fuel and optimisation of routes. This can be achieved through the maximum utilisation of capacity, ground delays, predictable operations and planning for flexibility. These objectives are monitored by identifying key performance areas, measuring, analysing and by setting targets. The business rules in this document are guided by these principles. 1.3. Audience This document has been written for Airservices Australia including the Network Coordination Centre (NCC) and Air Traffic Control (ATC); for Airspace Users including Airlines, Air Charter and General Aviation; for Airports; other interested ANSP; and for all other organisations and individuals that have a stake in ATFM. 1.4. Confidentiality 1.4.1. Confidentiality of data The following referenced documents describe the conditions/ confidentiality terms for handling of data. Access to the ATFM System by CDM Participants can only be obtained following signature to these documents: - ATFM System User Access Guide - Terms and conditions for the sharing of CDM data, or - Terms and conditions for the sharing of CDM data (Read Only Access) Through signing the above documents, CDM Participants agree to the sharing of data in the CDM environment within the terms described in these documents. Refer to Section 3.1 Confidentiality, for additional business rules regarding confidentiality of data. 1.5. Using this document This document serves as the basis for a multilateral agreement between CDM Participants by providing business rules for the ATFM CDM processes. The rules detail the responsibilities of each CDM Participant and determine who can perform what actions and when they are done. The following areas are described: Principles for the exchange of information Information to be exchanged between CDM Participants Expected actions to be taken by CDM Participants Defence will operate as a CDM Participant except as described by specific rules. ATFM Business Rules Version 6.1 14 of 49

1.5.1. Business rules Business rules are numbered with an identifier, which is prefixed with four letters such as; BRPD for Business Rules pertaining to the Provision of Data, and suffixed with a unique single or multi digit number (e.g. BRPD 27). These business rules use the following requirement level indicators: will demonstrates intent of the subject to comply with the rule (whether the rule is stated as an affirmation or negation) may demonstrates an activity permitted by the subject shall demonstrates required functionality or practice (whether the rule is stated as an affirmation or negation) should demonstrates preferred functionality or practice 1.5.2. Descriptions Descriptions follow headings and are in plain text. These are intended to describe the context of specific business rule sections. Where the reader s interpretation of the description varies from the meaning of the actual business rules, the business rule is the authoritative reference. 1.6. Users Management of the ATFM system shall be conducted from the Airservices NCC. Connectivity with the ATFM System shall be at two levels and is detailed in C-MAN0194 ATFM System Access Procedures. Major CDM Participants: Shall connect directly to the AFTM System to enable information exchange on schedule and operating information, including departure/ arrival AFTM related messages This can be via the Client or the Web interface Non major CDM Participants: Receive ATFM related aircraft movement messages May be provided with access to the ATFM System (read only) May receive COBT updates via SMS or email if no access to the ATFM System ATFM Business Rules Version 6.1 15 of 49

1.7. Document Administration and Change Process 1.7.1. Document Administration Airservices Australia, through the NCC, shall be responsible for administering and maintaining this document. 1.7.2. Change Process Changes to this document may only occur following ratification and approval by the ATFM Business Rules Working Group. The ATFM Business Rules Working Group shall consist of voluntary members representing major CDM participants and the ANSP. Airservices Network Operations Line Manager (CDM) shall be responsible for the formation of this group and ensuring it is representative of ATFM users. The change process shall be as follows: Step 1 Step 2 Step 3 Step 4 Note 1: ATFM User initiates request for change by emailing the request to: atfmu@airservicesaustralia.com Network Operations Line Manager (CDM) shall review the request and present it to the ATFM Business Rules Working Group If the change is endorsed by the ATFM Business Rules Working Group, it shall be circulated to all ATFM Users and the ATFM Business Rules updated by Network Operations Line Manager (CDM) (subject to Note 1 below) If the change is not endorsed by the ATFM Business Rules Working Group, a response shall be provided to the initiator of the change by the Network Operations Line Manager (CDM) with an explanation/ reason for rejection Airservices Australia is ultimately responsible for management of the air traffic flow system and associated procedures. In exercising its powers and performing its functions under the Air Services Act 1995 (Cth), Airservices Australia must regard the safety of air navigation as the most important consideration and must make the decision designed to enhance air traffic safety and efficiency. 1.7.3. ATFM Business Rules Work Group Meetings Network Operations Line Manager (CDM) will be responsible for planning meetings at monthly intervals ATFM Business Rules Version 6.1 16 of 49

1.7.4. ATFM Business Rules Work Group Members The ATFM Business Rules Working Group consists of a representative from the following major CDM participants:- Airservices Australia Alliance Airlines Cobham Jetstar QANTAS Airways QANTAS Link RAAA REX Group Skippers Aviation Tiger Air Virgin Australia Group Note: ATFM Business Rules Working Group members may nominate other company representatives who hold delegation to make decisions concerning business rules. The following entities are granted observer status: BARA BoM Note: Observer status provides an opportunity for non-members to participate, review documents and raise working papers. ATFM Business Rules Version 6.1 17 of 49

2. Provision of Data (to the ATFM System) Sharing of information is the cornerstone of CDM. This information is supplied by and disseminated to all participants. All collaborative decisions are made using this common set of data. This section defines the requirements for the provision of data and how it is managed. In order for the ATFM System to align its process outcomes with the business needs of each airline, the most up to date inputs are required for Strategic, Pre-tactical and Tactical timeframes. 2.1. Elements of Data Strategic Official Airline Guide (OAG). A United Kingdom-based business providing aviation information and analytical services sourced from its proprietary airline schedules. OAG data is currently not used. Airport Coordination Australia (ACA) slot files. ACA provides strategic slot management for Sydney, Brisbane and Perth airports. Pre-Tactical Aircraft Operator schedules are received from individual aircraft operators each day prior to the running of the following days TMI. Tactical Direct interaction with the ATFM slot allocation tool enables aircraft operators to keep the ATFM system up to date. Flight plans, aircraft capacity data and airport surface data (weather) are external interfaces required for functionality with the ATFM system. 2.2. Completeness of Flight Schedule Information In order to gain the most benefit out of programming flights from flight schedule and capacity information, it is important that a complete set of data exists. Any missing information will contribute to unpredictability. These business rules attempt to ensure that the required data is available before a TMI is executed. BRMCO 1 Flight Schedule information provided to the ATFM System must reflect the CDM participants intended operating plan to the best knowledge and intent known at the time the schedule information was provided. Cancelled flights shall not be included in scheduled uploads. ATFM Business Rules Version 6.1 18 of 49

2.3. Initial Schedule Information Airspace users intentions are contained within flight schedule information including Initial Schedule Information, Flight Plans and Updated Flight Schedule Information. 2.4. Provision of Sydney Slot Information Airservices Australia is responsible for reporting compliance to Sydney slots by airspace users. 2.5. Provision of Pre-tactical Flight Schedule Information In order to provide an accurate COP and permit the CDMF to endeavour to assist airspace users to meet their business goals, it is necessary to collect as much information as possible as to an airline s intentions to operate flights in Australian airspace. Major CDM Participants are expected to provide an operational plan in the form of Pre-tactical Flight Schedules. Pre-tactical Flight Schedule Information for Non-major CDM Participants will be derived from Flight Plans. Flight Schedule Information will only be accepted in an online format to limit the amount of manual effort or conversion required. BRPD 1 BRPD 2 Major CDM Participants and Itinerants will provide Pre-tactical Flight Schedule Information, for all flights that will operate within Australian airspace, by 0800 UTC prior to day of operation and covering 24 hours. (one day of schedule information). Defence will provide Pre-tactical Flight Schedule Information as far as practicable, for all flights that will operate within Australian airspace, by 0800 UTC prior to the day of operation and covering 24 hours (one day of schedule information) 2.6. Schedule Information for Code Share Partners and Responsibilities Where a code-share agreement exists between one or more airlines, an airline operator may, on behalf of the code-share partner/s, provide Fight schedule and Pre-tactical Flight schedules to the ATFM system. Irrespective of any provision of flight information to the ATFM System, where code-sharing agreements exist, a nominated airline operator may take responsibility for the management of the flights of code-share partners in the ATFM System. Appendix E lists airline operators who have responsibility for the management of the flights of codesharing partners in the ATFM System. BRPD 3 CDM participants who have agreements with a code-share airline to manage the flights of the code-share airline in the ATFM System shall advise the CDMF ATFM Business Rules Version 6.1 19 of 49

2.7. Provision of changes to Flight Schedule Information Collective circumstances in operating and controlling a flight may mean that the flight cannot operate as per the original flight intentions submitted by a CDM Participant. Updated Flight Schedule Information that accurately reflects an airline s intention should be relayed to the ATFM System, within a timeframe such that the information is useful, to maintain an accurate COP and to assist airspace users to meet their business needs. Such changes in flight intention may include a change in the scheduled arrival time, change to the destination and flight cancellation. BRPD 4 BRPD 5 BRPD 6 BRPD 7 BRPD 8 BRPD 8.1 BRPD 8.2 BRPD 8.3 BRPD 8.4 CDM Participants are required to advise the CDMF of any +/- 15 minute variation to an IOBT/SIBT. Changes/variations to IOBT should whenever possible be notified prior to the IOBT/ LOBT by no later than 15 minutes prior to IOBT. CDM Participants are prohibited from delaying an ELOBT deliberately to gain a later slot in a congested program where the flight was never intended to be delayed. CDM Participants shall not reintroduce cancelled flights to the system where there is no intention to operate the flight. Where a flight has been cancelled and is no longer present in the Harmony system, i.e. is not slot held it may not be reintroduced back into the Harmony system. The only exception to this is in the event of a GDP revision. In this case the flight that is cancelled by an airline (including via external websites) may only remain in the program or be reintroduced if the IOBT is after the scheduled GDP revision time, that a suffix of X be added to the ACID and the ELOBT is the same as the IOBT. CDM participants shall not deliberately use flights as placeholders (no valid reason to be holding this SLOT and not referring to a cancelled flight) Where a TMI is run, flights are used to manipulate through the program. On occasion, these flights are then left in a slot that they will not operate to for an extended period of time. In doing so, other flights that actually need the slot cannot gain an appropriate COBT and can often become non-compliant. Place holder time is limited to a maximum of 30 minutes unless the operator provides the NCC with information to support an extension to 60 minutes. Major CDM Participants will provide Updated Flight Schedule Information for flights where: The IOBT varies from the previously registered IOBT by a value greater than 15 minutes, The SIBT varies from the previously registered SIBT by a value greater than 15 minutes, The destination is different to the previously registered destination, and/or The flight has been cancelled. ATFM Business Rules Version 6.1 20 of 49

2.7.1. Retention of programmed Timeslots Where a CDM Participant who has interactive connectivity to the ATFM System cancels a flight, the ATFM System will permit the retention of programmed arrival Timeslot/s for a limited amount of time or until a threshold is reached depending on which comes first. On submission of a flight cancellation for a flight subject to a TMI, the ATFM System will reserve the vacated Timeslot for the CDM Participant. This reserved program Timeslot may be used by the CDM Participant for swapping another flight into or may be surrendered for general use. Timeslots will not be reserved for CDM Participants who do not have interactive connectivity with the ATFM System. In order to limit the number of cancelled Timeslots that go unused, Timeslots will expire after a period. The Timeslots will also be automatically released where a Timeslot has not yet expired but is within a predetermined period of time before the slot time. This will allow other CDM Participants the opportunity to utilise the released Timeslots. Major CDM Participants are discouraged from operating excessive non-scheduled (pop-up) flights in reserved program Timeslots as this reduces efficacy of the system. This activity will have targets set and be monitored. BRPD 9 BRPD 10 BRPD 11 BRPD 12 BRPD 13 BRPD 14 BRPD 15 BRPD 16 When a CDM Participant with interactive connectivity with the ATFM System cancels a flight, the ATFM system may retain the programmed arrival Timeslot for the airspace user. The Timeslot will be retained for 30 minutes prior to ETD. The ATFM system will notify the appropriate CDM Participant within 10 minutes before a reserved Timeslot expires. CDM Participants will surrender reserved Timeslots where the airspace user has no intention of using said Timeslots. The ATFM system will cancel reserved Timeslots on cancellation of a TMI. CDM Participants shall not reintroduce cancelled flights to the system where there is no intention to operate the flight. Where a flight has been cancelled and is no longer present in the ATFM system, i.e. is not slot held, it may not be reintroduced into the ATFM system. The only exception to this is in the event of a GDP revision. In this case the flight that is cancelled by an airline (including via external websites) may only remain in the program or be reintroduced if the IOBT is after the scheduled GDP revision time, that a suffix of X be added to the ACID and the ELOBT is the same as the IOBT. CDM Participants shall not deliberately change an ELOBT more than 15 minutes early to gain a slot in a congested program where the flight in question was never intending to operate early. CDM Participants shall not deliberately add ghost flights to the ATFM system. CDM participants shall not deliberately use flights as placeholders. ATFM Business Rules Version 6.1 21 of 49

2.8. Flight Plan messages BRPD 17 The ATFM System will enable CDM Participants to submit changes for flights via one consistent method. 2.9. Flight movement information Whereas flight schedule information shows intended operation, flight movement information shows actual operation. Flight movement information is important for determining the reliability of scheduled and predicted times yet to be realised. These actual times are provided by CDM Participants (including Airports), ATC systems, et al. Actual flight information is also required to support post operational reporting (refer Section 8). BRPD 18 The CDMF will use actual gate departure times and gate arrival times provided by Major CDM Participants. BRPD 19 Major CDM Participants will provide the previous day s actual gate arrival times and gate departure times for all flights operating into/out of GDP airports managed by the Major CDM Participant 2.10. Provision of requests for change to programmed flight times The ATFM System will allocate programmed flight times. These times are intended to align with an airspace user s business needs as stated in flight schedule information supplied by the user via either direct or indirect means. Where a CDM Participant determines that the allocated programmed time for a flight is not necessarily the best time to operate the flight, the user may request that the programmed time be changed to another available Timeslot, swapped with another one of their flights occupying a different Timeslot or swapped with another CDM Participant s flight s Timeslot after negotiation with the other user. It is important that the ATFM System is informed of any change as soon as the intention is known. Where a CDM Participant does not inform the ATFM System of the intention to change Timeslots and operates to the new Timeslot, this will reduce the efficiency of the system for all users. 2.10.1. Advertising the need for a Timeslot swap In addition to the Timeslot Swap Request detailed above and in the absence of a clear solution to move a flight from one Timeslot to a more appropriate one, a CDM Participant with interactive connectivity with the ATFM System may advertise their need to move a flight. This is known as Inter Aircraft Operator Slot Exchange (ISE). ISE is achieved by providing information of the offered Timeslot and the start and end times in which to locate the ATFM Business Rules Version 6.1 22 of 49

required Timeslot. On answering an ISE request, the answering CDM Participant is effectively submitting a Timeslot Swap Request for both Timeslot owners. The Timeslot Swap Requests are subject to the approval business rules detailed above. BRPD 20 BRPD 21 BRPD 22 The ATFM System shall facilitate ISE between CDM Participants with interactive connectivity with the ATFM System and disseminate these messages. All CDM Participants with interactive connectivity with the ATFM System may submit an ISE request. On receipt of an ISE request, the ATFM system will automatically allocate a new time slot if a more optimal slot is available. 2.10.2. Provision of flight schedule information from itinerant operators Refer to BRPD1 for flight schedule information from CDM Participants who do not have direct interactive connectivity with the ATFM System. 2.11. Provision of airport capacity information In addition to demand, capacity information for airports is a fundamental building block used in developing a COP. Airport capacity is received by the ATFM System on a routine as well as adhoc basis. Airport acceptance rates are defined in aircraft movements per hour. The maximum acceptable holding capability is defined as the number of aircraft holding per 15 minute block. BRPD 23 The CDMF shall publish standard capacity information for all airports for which demand and capacity is managed. (Refer ATFM User manual) In addition to demand, and capacity information for airports the same information for airspace volumes is also fundamental in developing a COP. Airspace capacity is received on a routine as well as adhoc basis. Unlike airport capacity, which is structured by hard surface availability and modified by weather factors, airspace capacity is determined by relevant surveillance, aircraft demand, adjacent airspace use, staffing and weather. Whilst aircraft numerical demand is a significant factor and key metric, the nature of aircraft operations within the airspace volumes can significantly affect the ATC workload and alter the capacity of the airspace volume. BRPD 24 The CDMF shall publish indicative capacity information for all airspace volumes for which a demand and capacity is managed. ATFM Business Rules Version 6.1 23 of 49

2.12. Provision of meteorological information Where Pre-tactical Flight Schedule Information is received on an aircraft which is known to be planning to operate on a User Preferred Route (UPR), the route which is intended to be utilised by the flight will not be confirmed within the system for planning at the Pre-tactical timeframe. Until confirmation of a route is received by FPL, demand and capacity forecasting will be based on a forecast of the expected route. BRPD 25 BRPD 26 BRPD 27 BRPD 28 The CDMF will utilise Forecast Flight Plan Information to determine the demand at airports and in airspace volumes for flights which have submitted Pre-tactical Flight Schedule Information. The CDMF will provide a forecast of capacity for all monitored airports utilising weather forecast products. The CDMF will utilise Flight Plan Information to determine the demand at airports and in airspace volumes for flights which have submitted Flight Plan Information. The CDMF may review the impact of weather forecast products with major CDM Participants before initiating a TMI 2.12.1. Meteorological Collaborative Decision Making (MET CDM) MET CDM is a procedure that aims to improve usage of available runway capacity during adverse weather conditions. It involves collaboration between key ATFM stakeholders using a more sophisticated terminal weather forecast called a Weather Probability Matrix to determine transitional runway arrival rates for pre-tactical planning and GDP revisions. BRPD 29 BRPD 30 The CDMF will utilise MET CDM Matrix data to establish GDP run and revision rates after consultation with the relevant ATC Shift Manager. The CDMF will publish MET CDM Matrix on the NCC Portal for reference for CDM Participants 2.13. Provision of reference data Reference data is relatively static information about various aspects of Australian airspace, including physical features, static operating parameters and its users. It is contained in the Adaptation Data Set updated monthly via the AIRAC cycle. BRPD 31 BRPD 32 BRPD 33 The CDMF will ensure that all reference data is current and validated. The CDMF will ensure that all reference data is made available to CDM Participants. CDM Participants will advise the CDMF of any errors detected or any required changes in reference data. ATFM Business Rules Version 6.1 24 of 49

2.14. Provision of TMI requests All Major CDM Participants are entitled to identify the need for the implementation of a TMI, which may all or some CDM Participants depending on location. affect BRPD 34 The CDMF shall hold the responsibility and authority for implementing a TMI. ATFM Business Rules Version 6.1 25 of 49

3. Receiving Data (from the ATFM System) The ATFM System is an information sharing platform. Receipt and distribution of information is the key to its operational efficiency. 3.1. Confidentiality BRRD 1 BRRD 2 CDM Participants shall not disclose information or CDM performance metrics described in these business rules with individuals or organisations except that information covered by bilateral agreements between the originator of the data and external bodies. The CDM Facilitator may distribute de-identified ATFM performance data. 3.2. Receipt of Flight Schedule Movement Information COP information will be provided to CDM Members to permit all members to have the same information for communication and decision making purposes. Movement information from the ATFM System is the result of collating information from different sources and is considered to be the most accurate and up-to-date single source. These business rules are designed to make sure that this information is available to CDM Members. BRRD 3 BRRD 4 BRRD 5 The CDMF will ensure that the ATFM System shall limit the information sent to the CDM Participant based on member s preferences. Actual arrival and departure information will be available via the ATFM System to all CDM Participants who have signed required agreements (refer Section 1.4.1). Subject to the conditions stated in the documents referred to in Section 1.4.1, CDM Participants may use information received from the ATFM System to update flight information displays. ATFM Business Rules Version 6.1 26 of 49

4. Operating Flights The ATFM System will monitor aircraft movement information to determine demand. In addition, it will receive information from CDM Participants which will be used to determine changes to the capacity of the system. Where imbalance between demand and capacity are identified, major CDM Participants will determine the action to be taken to manage it. Integral to the management of the imbalance is the operation of flights by major CDM Participants and other airspace users in accordance with the agreed traffic management plan. 4.1. Scheduled flights Scheduled flights will operate on the times planned in the Pre-tactical Flight Schedule or as updated by Flight Plan Information. When a TMI is initiated, programmed scheduled flights will operate on the times advised by the ATFM System in place of the planned Pre-tactical Flight Schedule. This information shall be distributed to the aircrew via the CDM Participant. ATC shall plan to manage demand based upon the demand determined by the ATFM System. BROF 1 BROF 2 CDM Participants will operate scheduled flights at the time indicated by their Flight Plan Information unless the flight is subject to a TMI. CDM Participants will operate scheduled flights, subject to a TMI, by targeting the AOBT to meet the COBT. 4.2. Unscheduled flights Unscheduled flights will operate on the times planned indicated by Flight Plan information. When a TMI is initiated, programmed unscheduled flights will operate on the times advised by the ATFM System in place of the Flight Plan information. This information shall be distributed to the aircrew or CDM Participant as applicable. ATC shall plan to manage demand based upon the demand determined by the ATFM System. BROF 3 BROF 4 CDM Participants will operate unscheduled flights at the time indicated by their Flight Plan information unless the flight is subject to a TMI. CDM Participants will operate unscheduled flights, subject to a TMI, by targeting the OBT to meet the COBT. ATFM Business Rules Version 6.1 27 of 49

5. Perth Airport Departure Management Procedure The following business rules shall apply to the management of departures from Perth Airport in accordance with procedures documented in AIP ENR and ERSA. 5.1. Provision and Collation of Flight Schedule Information To enable accurate assessment of departure demand by the CDMF, it is important that a complete set of schedule data exists. These business rules define schedule provision requirements. PDM1 PDM2 PDM3 PDM4 CDM participants will ensure pre-tactical Flight Schedule information is included in the ATFM system by 0800 UTC prior to the day of operation CDM participants Schedule Information must reflect intended operating times The CDMF will assess the collective flight schedule information for completeness The CDMF may request flight schedule information from Aircraft Operators where they believe the information from the CDM participant is incomplete 5.2. Declaration of Airport Departure Capacity Perth ATC will be responsible for determining the airport departure capacity. PDM5 Perth Tower shall advise the CDMF of the next day s planned departure rate prior to 0815 UTC 5.3. Allocation of COBT Allocation of COBT shall be issued via the ATFM system PDM6 PDM7 COBT will be allocated in order of IOBT. Flights departing for international ports shall be exempt from the ground delay program 5.4. Compliance with COBT The COBT compliance parameter is as follows: PDM8 A flight will be compliant with its COBT if it calls for taxi / pushback clearance within -5 /+10 minutes of the allocated COBT PDM9 ATC will not issue a pushback / taxi clearance unless the flight can comply with the allocated COBT ATFM Business Rules Version 6.1 28 of 49

5.5. Changing Allocated COBT PDM10 All CDM Participants with interactive connectivity with the ATFM System may submit an ISE request to facilitate changes to their allocated COBT. ATFM Business Rules Version 6.1 29 of 49

6. Compliance 6.1. Benefit of Compliance On a flight-by-flight basis, a compliant flight should be more predictable and receive less airborne holding. This will lead to more accurate estimation of traffic holding fuel to be carried, and more reliability in planning. On an airspace system basis, Compliance means that operation will be predictable, resources will be utilised to full capacity, environmental impact will be minimised and operating expenses will be reduced. 6.1.1. Measurement and monitoring of Compliance Compliance is a critical component of the ATFM System and will be tracked and measured by the system. BROF 5 BROF 6 The CDMF shall ensure that the ATFM System shall measure, monitor and report Compliance as a measure of ATOT - CTOT. Major CDM Participants shall review Compliance and mitigating factors at regular intervals. 6.1.2. Consequences of non-compliance Where notification of a delay, originating from an event other than from ATC, is not provided to the CDMF in accordance with the agreed timeframe, the flight will be treated as not complying and may be subject to delay either on the ground or in the air, subject to ATC requirements. BROF 7 BROF 8 BROF 9 BROF 10 BROF 11 The CDMF will ensure that ATC has access to real-time aircraft Compliance information. ATC will prioritise compliant flights over non-compliant flights where it is practical and safe to do so. ATC will consider CTOT where issued, when managing aircraft to the departure holding point. The CDMF will calculate programmed times with a priority based on the original Pre-tactical Flight Schedule Information provided ATC will manage flights departing from an ATC controlled airport to a COBT or CTOT in accordance with procedures detailed in ATFM procedures documentation ATFM Business Rules Version 6.1 30 of 49

6.1.3. Compliance with Programmed Times BROF 12 BROF 13 Note: Where a flight will not meet the COBT within -5 /+15 minutes, CDM Participants shall swap Timeslots to ensure the flight operates within compliance parameters. All flights operating into an airport subject to a TMI are issued with a COBT. All domestic flights issued with a COBT shall operate in accordance with compliance parameters (AIP ENR 1.9 3.5), regardless of the distance parameter of the TMI. Flights departing during the hours of the Perth GDP - D to an airport subject to a TMI are the only exception. The COBT allocated by the PDM takes precedence over the COBT allocated by another TMI. 6.1.4. Non Compliance Extenuating Circumstances In specific unusual circumstances, a flight may need to operate non-compliant. In the first instance, and in the spirit of CDM, the operator must attempt to manipulate the flight in the ATFM System to a slot that meets the requirements of the flight. If an operator is unable to manipulate the flight to a suitable slot, the operator may request to operate noncompliant. As a guide, requests for operating a flight non-compliant must be confined to situations where, if the flight does not operate, it will be cancelled. BROF 14 BROF 15 BROF 16 CDM participants must attempt to manipulate the flight in the ATFM System to a slot that meets the requirements of the flight. Requests and reasons to operate non-compliant must be made to the CDMF. The CDMF must consider each request and record the decision on the NCC Portal. ATFM Business Rules Version 6.1 31 of 49