Local Single Sky ImPlementation LSSIP ITALY

Transcription

1 EUROCONTROL Local Single Sky ImPlementation LSSIP ITALY Level 1 - Implementation Overview

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5 Document Title LSSIP Year 2017 for Italy Infocentre Reference 18/02/26/25 Date of Edition 28/05/2018 LSSIP Focal Point Andrea Ruzzolini LSSIP Contact Person Bernd Hill Status Released Intended for Agency Stakeholders Available in Reference Documents LSSIP Documents LSSIP Guidance Material Master Plan Level 3 Plan Edition 2017 Master Plan Level 3 Report Year 2016 European ATM Portal STATFOR Forecasts Acronyms and abbreviations National AIP FAB Performance Plan and LSSIP Year 2017 Italy Released Issue

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7 APPROVAL SHEET The following authorities have approved all parts of the LSSIP Year 2017 document and their signature confirms the correctness of the reported information and reflects their commitment to implement the actions laid down in the European ATM Master Plan Level 3 Implementation Plan Edition 2017 (also known as the ESSIP Plan). LSSIP Year 2017 Italy Released Issue

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9 CONTENTS 1. National ATM Environment Geographical Scope National Stakeholders Traffic and Capacity Evolution of traffic in Italy Brindisi ACC Milan ACC Padova ACC Rome ACC Master Plan Level 3 Implementation Report conclusions Implementation Projects National projects FAB projects Cooperation activities FAB Coordination Regional cooperation Implementation Objectives Progress State View Detailed Objectives Implementation progress Annexes LSSIP Year 2017 Italy Released Issue

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11 Executive Summary National ATM Context Italy is one of the founding member of European Union and member of EUROCONTROL since The separation between the regulatory and the ATM service provider functions is effectively in place in Italy since ENAC, the Italian Civil Aviation Authority, has been appointed as regulator and National Supervisory Authority in November 2004 with dedicated law 265/2004. This appointment has been included in the code of Air Law (change to Italian Navigation Code) in Italy issued in June ENAC is also responsible for the regulation for environmental matters in ATM. ENAV SpA is the Company designated by the Italian State for the management and control of general air traffic (GAT) in Italy. ENAV S.p.A. is a result of the transformation of the National Agency for Flight Assistance into a jointstock Company which occurred in 2001, after the previous transformation into a StateControlled Enterprise in In 2016 ENAV was listed on the stock exchange, rising from the status of a single member company to subsidiary company. It is controlled for the 53,4% by the Ministry of Economy and Finance and supervised by the Ministry of Infrastructures and Transport. Italian Air Force (ITAF) reports to the Ministry of Defence. ITAF has adapted its organisational structure in order to generate functional separation between the high level body Air Force Staff (SMA UCAM Ufficio Circolazione Aerea Militare) accountable for services internal supervision and the units responsible for the provision of Air Navigation Services (Major Commands). In accordance with the European Community Regulation 550/2004, article 7, paragraph 5, the Italian Air Force is authorised to provide ATS, CNS and MET Services to General Air Traffic (GAT) without certification. ANS to GAT are provided by ITAF under the supervision of ENAC and in accordance with a special agreement signed by the two organizations. Traffic and Capacity Traffic in Italy increased by 3.5% during Summer 2017 (May to October inclusive), when compared to the same period during The EUROCONTROL SevenYear Forecast predicts an average annual increase between 0.1% and 4.4%, with a baseline growth of 2.1% for Italy during the planning cycle. Brindisi ACC capacity baseline was measured at 96 in During the measured period (June and July 2017), the average peak 1 hour demand was 77 and the average peak 3 hour demand was 71. No problems are foreseen for Brindisi ACC for the planning cycle. Capacity enhancement measures planned are in the order of finetuning the capacity already existing and to support any possible improvement in Flight Efficiency. Milan ACC capacity baseline was measured with ACCESS at 197. During the measured period (June and July 2017), the average peak 1 hour demand was 193 and the average peak 3hour demand was 183. No problems are foreseen for Milan ACC for the planning cycle. Capacity enhancement measures planned are in the order of finetuning the capacity already existing and to support any possible improvement in Flight Efficiency. LSSIP Year 2017 Italy 1 Released Issue

12 Padova ACC capacity baseline was measured at 199. During the measured period (June and July 2017), the average peak 1 hour demand was 174 and the average peak 3hour demand was 165. No problems are foreseen for Padova ACC for the planning cycle. Capacity enhancement measures planned are in the order of finetuning the capacity already existing and to support any possible improvement in Flight Efficiency. Rome ACC capacity baseline was assessed measured at 214. During the measured period (June and July), the average peak 1 hour demand was 202 and the average peak 3hour demand was 189. No problems are foreseen for Rome ACC for the planning cycle.. Capacity enhancement measures planned are in the order of finetuning the capacity already existing and to support any possible improvement in Flight Efficiency. Implementation Objectives Overview Progress distribution for applicable Implementation Objectives 2; 3% 0; 0% 0; 0% 1; 1% 4; 5% 4; 5% 26; 35% Planned Late No Plan Not Applicable 38; 51% Missing Data Undefined The AOM objectives related to the implementation of an airspace management tool are in their closure phase, in full civilmilitary coordination. The objectives related to Network Manager Interactions are already closed or in line with foreseen deadline. Free Route and DCTs have been successfully implemented; the implementation of automation tool in support to ATCOs is ongoing, in line with 4Flight and AMAN projects. CDM is already implemented in the main Italian airports, as well as CDOps. Also according to major airports system upgrade projects, the implementation of the airport objectives is ongoing and will be deployed by the timeframe foreseen by EC 716/2014. The migration to AMHS will be completed in the course of 2018, while full transition to VoIP is foreseen by NAV03.1 is already completed, NAV03.2 and INF07 are ongoing and will be completed in due time. With regard to ITY objectives, these are all planned according to the deadline, with the exception of ADQ that will be implemented by the end of LSSIP Year 2017 Italy 2 Released Issue

13 Progress per SESAR Phase The figure below shows the progress made so far in the implementation of the presesar and PCP elements1. The percentage is calculated as an average of the relevant objectives as shown in Chapter PCP objectives are marked as such, the rest except AOP14, ATC02.9, ATC18 and NAV12 are considered presesar. The four aforementioned objectives are neither presesar nor PCP and will be part of an overall future indicator covering the SESAR 1 phase. Note that two objectives AOM19.1 and FCM05 are considered as both part of the presesar and PCP so their progress contributes to the percentage of both phases. The objectives declared Achieved in previous editions (up to, and including, ESSIP Edition ) are also taken into account for as long as they were linked to the Level 2 of the ATM Master Plan and implemented by the State. PreSESAR Implementation PCP Implementation % % Progress per SESAR Key Feature and Phase The figure below shows the progress made so far, per SESAR Key Feature, in the implementation of the SESAR baseline and the PCP elements1. The percentages are calculated as an average, per Key Feature, of the same objectives as in the previous paragraph. Optimised ATM Network Services Advanced Air Traffic Services High Performing Airport Operations Enabling Aviation Infrastructure 70% 18% 73% 62% 82% 11% 68% 6% PreSESAR PCP PreSESAR PCP PreSESAR PCP PreSESAR PCP 1 The detailed progress of PCP implementation is reported to SDM and published in the Deployment Programme Monitoring View LSSIP Year 2017 Italy 3 Released Issue

14 ICAO ASBUs Progress Implementation The figure below shows the progress made so far in the implementation of the ICAO ASBUs Block 0 and Block 1. The overall percentage is calculated as an average of the relevant Objectives contributing to each of the relevant ASBUs; this is a summary of the table explained in Chapter Block 0 Block % % ATM Deployment Outlook State objec ves Deployed in : Mandatory Coordination & Transfer [ITYCOTR] 100% progress By 12/2018 By 12/2019 By 12/ Runway excursions [SAF11] 85% progress AMHS [COM10] 81% progress OAT and GAT handling [AOM13.1] 69% progress Aeronautical Information [ITYADQ] 66% progress Coordination and transfer [ATC17] 40% progress ASM Tools [AOM19.1] 27% progress etod [INF07] 8% progress Data Link [ITYAGDL] 86% progress Integrated Briefing [INF04] 70% progress AMAN to enroute [ATC15.1] 25% progress AMAN to further enroute [ATC15.2] 20% progress Surveillance Performance & Interoperability [ITYSPI] 65% progress Enhanced STCA for TMAs [ATC02.9] 48% progress RNP 1 for TMA Operations [NAV03.2] 30% progress NewPENS [COM12] 0% progress Aircraft Identification [ITYACID] 77% progress MTCD & CORA [ATC12.1] 65% progress GroundBased Safety Nets [ATC02.8] 43% progress ASM/ATFCM process [AOM19.3] 40% progress 8,33 khz below FL195 [ITYAGVCS2] 30% progress Interactive Rolling NOP [FCM05] 25% progress Voice over IP [COM11] 25% progress RealTime Airspace Data [AOM19.2] 23% progress Traffic Complexity [FCM06] 7% progress STAM Phase 2 [FCM04.2] 5% progress Extended Flight Plan [FCM08] 5% progress LSSIP Year 2017 Italy 4 Released Issue

15 Airport objectives LIMC Milano Malpensa Airport Deployed in : By 12/2018 By 12/2019 By 12/ ASMGCS Surveillance (former Level 1) [AOP04.1] 78% progress Airport Safety Nets [AOP12] 50% progress AMAN [ATC07.1] 25% progress Initial Airport Operations Plan [AOP11] 14% progress ASMGCS RMCA (former Level 2) [AOP04.2] 5% progress Airport objectives LIML Milano Linate Airport Deployed in : By 12/2018 By 12/2019 By 12/ ASMGCS Surveillance (former Level 1) [AOP04.1] 78% progress ASMGCS RMCA (former Level 2) [AOP04.2] 0% progress Initial Airport Operations Plan [AOP11] 3% progress Airport objectives LIPZ Venezia Airport Deployed in : By 12/2018 By 12/2019 By 12/ ASMGCS Surveillance (former Level 1) [AOP04.1] 25% progress Initial Airport Operations Plan [AOP11] 15% progress Airport objectives LIRF Roma Fiumicino Airport Deployed in : By 12/2018 By 12/2019 By 12/ Collaborative Env. Mgt. [ENV02] 90% progress ASMGCS Surveillance (former Level 1) [AOP04.1] 78% progress AMAN [ATC07.1] 25% progress Initial Airport Operations Plan [AOP11] 11% progress ASMGCS RMCA (former Level 2) [AOP04.2] 5% progress Airport Safety Nets [AOP12] 13% progress LSSIP Year 2017 Italy 5 Released Issue

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17 Introduction The Local Single Sky ImPlementation (LSSIP) documents, as an integral part of the Master Plan (MP) Level 3 (L3) / LSSIP mechanism, constitute a short/medium term implementation plan containing ECAC States actions to achieve the Implementation Objectives as set out by the MP Level 3 and to improve the performance of their national ATM System. This LSSIP document describes the situation in the State at the end of December 2017, together with plans for the next years. Chapter 1 provides an overview of the ATM institutional arrangements within the State, the membership of the State in various international organisations, the organisational structure of the main ATM players civil and military and their responsibilities under the national legislation. In addition, an overview of the Airspace Organisation and Classification, the ATC Units, the ATM systems operated by the main ANSP are also provided; Chapter 2 provides a comprehensive picture of the situation of Air Traffic, Capacity and ATFM Delay per each ACC in the State. It shows the evolution of Air Traffic and Delay in the last five years and the forecast for the next five years. It gives also the achieved performance in terms of delay during the summer season period and the planned projects assumed to offer the required capacity which will match the foreseen traffic increase and keep the delay at the agreed performance level; Chapter 3 provides a set of conclusions extracted from the MP L3 Implementation Report 2016 which are relevant to the State/stakeholders concerned. The State reports how they have handled those conclusions and the actions taken during the year to address the concerns expressed by those conclusions; Chapter 4 provides the main Implementation Projects (at national, FAB and regional level) which contribute directly to the implementation of the MP Operational Improvements and/or Enablers and Implementation Objectives. Level 1 document covers high level list of the projects showing the applicable links. All other details like description, timescale, progress made and expected contribution to the ATM Key Performance Areas provided by the State per each project are available in Level 2 document; Chapter 5 deals with other cooperation activities beyond Implementation Projects. It provides an overview of the FAB cooperation and also all other regional initiatives which are out of the FAB scope. The content of this chapter generally is developed and agreed in close cooperation between the States concerned; Chapter 6 contains aggregated information at State level covering the overall level of implementation, implementation per SESAR Key Feature and implementation of ICAO ASBUs. In addition the highlevel information on progress and plans of each Implementation Objective is presented. The information for each Implementation Objective is presented in boxes giving a summary of the progress and plans of implementation for each Stakeholder. The conventions used are presented at the beginning of the section. Level 1 document is completed with a separate document called LSSIP Level 2. This document consists of a set of tables organised in line with the list of Implementation Objectives. Each table contains all the actions planned by the four national stakeholders to achieve their respective Stakeholder Lines of Action (SLoAs) as established in the European ATM Master Plan L3 Implementation Plan Edition In addition it covers detailed description of the Implementation Projects for the State as extracted from the LSSIP Data Base. The information contained in Chapter 6 is deemed sufficient to satisfy State reporting requirements towards ICAO in relation to ASBU (Aviation System Block Upgrades) monitoring. LSSIP Year 2017 Italy 6 Released Issue

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19 1. National ATM Environment 1.1. Geographical Scope International Membership Italy is a Member of the following international organisations in the field of ATM: Organisation Since CANSO 1996 (founding member) ECAC 1996 (founding member) EUROCAE 2009 EUROCONTROL 1996 European Union 1957(founding member) EASA 2003 ICAO 1949 NATO 1949 (founding member) SESAR Joint Undertaking 2009 SESAR Deployment Manager 2014 (member of consortium) LSSIP Year 2017 Italy 7 Released Issue

20 Geographical description of the FIR(s) The geographical scope of this document addresses the three Italian FIRs (Brindisi UIR/FIR, Milan UIR/FIR, Rome UIR/FIR) as established by the relevant ICAO Regional Air Navigation Agreements. The division flight level (DFL) separating upper from lower ATS airspace is FL 195. Italian UIRs/FIRs are surrounded by UIRs/FIRs of 10 States, namely France (Marseille), Switzerland (Genève, Zurich), Austria (Wien), Slovenia (Ljubljana), Croatia (Zagreb), Serbia (Belgrade), Albania (Tirana), Greece (Athens), Malta (Malta) and Tunisia (Tunis) which is a nonecac bordering state. Figure 1 Italian airspace LSSIP Year 2017 Italy 8 Released Issue

21 Airspace Classification and Organisation Italian airspace is divided vertically in: UPPER airspace, above FL 195; LOWER airspace, from GND to FL 195 included. The Italian Upper Airspace, identified by Brindisi, Milano and Roma UIRs, has been divided in two parts differently classified: from above FL 195 to FL 660 class C (Free Route Airspace FRAIT is established above FL335 and within the external lateral limits of the Italian ACCs) above FL 660 class G The Italian Lower Airspace airspace is divided into three Flight Information Regions (Milano FIR, Roma FIR and Brindisi FIR). The Italian Lower Airspace is classified G with the exception of other airspaces, differently classified due to the air traffic service provided (e.g. TMA, AWY, ADR, CTR under ENAV or military jurisdiction and ATZ of controlled aerodromes within CTR). Figure 2 Airspace classification LSSIP Year 2017 Italy 9 Released Issue

22 TMA Two TMAs exist in Italian FIR: Milano and Roma with the following characteristics and airspace classification2: TMA Milano FL95 included Lower vertical limit (between 2000 and 5500 FT AMSL) llclass A ll TMA Roma FL125 included Lower vertical limit (between 1000 FT AMSL and FL115) llclass A ll CTA Four CTAs exist in Italian FIR within the areas of responsibility (AoR) of relevant Italian ACC3: Milano CTA Zone 1 FL195 included FL95 llclass A ll Milano CTA Zone 2-17 FL195 included Lower vertical limit (between 3000 FT AMSL and FL175) llclass D ll Padova CTA FL195 included Lower vertical limit (between 4500 FT AMSL and FL165) llclass D ll Roma CTA Zone 1 FL195 included FL125 llclass A ll Roma CTA Zone 2-6 FL195 included Lower vertical limit (between FL95 and FL165) llclass D ll Brindisi CTA Zone 1-4 and 6 FL195 included Lower vertical limit (between 4000 FT AMSL and FL125) llclass D ll Brindisi CTA Zone 5 FL125 included 4000 FT AMSL llclass D ll 2 for details see AIP Italy ENR for details see AIP Italy ENR LSSIP Year 2017 Italy 10 Released Issue

23 CTR Italian CTRs are divided in CTRs under ENAV jurisdiction and CTRs under the jurisdiction of Italian Air Force (ITAF). In both cases air traffic services are provided on the basis of the classification of the CTR airspace. CTRs under ENAV JURISDICTION: Alghero, Ancona, Apulia, Bergamo, Bologna, Firenze, Genova, Grottaglie, Lamezia, Linate, Lugano, Malpensa (from GND to 2000 FT)4, Napoli, Olbia, Palermo, Pantelleria, Parma, Perugia, Pescara, Reggio Calabria, Roma, Ronchi dei Legionari, Torino, Venezia and Verona CTRs are classified D. * Malpensa CTR Zone 2 is classified A from 1500 FT AMSL excluded to 2000 FT AMSL CTRs under MILITARY JURISDICTION*: Cagliari, Gioia del Colle and Pisa CTRs from FL 195 to upper limit are classified: C. Amendola, Aviano, Cagliari, Catania, Frosinone, Gioia del Colle, Grazzanise, Grosseto, Latina, Lecce, Piacenza, Pisa, Pratica, Trapani and Treviso CTRs from lower limit up to upper limit or FL 195 are classified: D. * for details see AIP Italy ENR2.1.2 ATZ ATZ of controlled aerodromes located within CTR adopt the same classification of the CTR. The following ATZ of controlled aerodromes and not located in CTRs and subject to special regulation, are classified G : Lampedusa, Luni/Sarzana, Roma/Guidonia, Roma/Urbe and Viterbo. Cuneo Levaldigi ATZ is classified D when aerodrome control service is provided, is classified G in other periods. ATZ of uncontrolled aerodromes are classified G. 4 Malpensa CTR Zone 2 is classified A from 1500 FT AMSL excluded to 2000 FT AMSL LSSIP Year 2017 Italy 11 Released Issue

24 1.2. National Stakeholders The main ATM National Stakeholders are: 1. National Agency for Flight Safety Agenzia Nazionale per la Sicurezza del Volo (ANSV) under the authority of the Presidency of the Council of Ministers of Italy and responsible for accident and serious incident investigations; 2. Civil Aviation Authority Ente Nazionale per l Aviazione Civile (ENAC) under the authority of the Ministry of Transport; 3. Italian Company for Air Navigation Services Società Nazionale per l Assistenza al Volo (ENAV SpA) under the authority of the Ministry of Economy and the Ministry of Transport; 4. Italian Air Force (ITAF) Aeronautica Militare (AM) under the authority of the Ministry of Defence; 5. Operational Coordination Committee (CCO) A Joint National High Level Body (strategic board) composed of senior representatives from ENAC, ENAV and ITAF. Their activities are, if relevant for this Document, detailed in the following subchapters and their relationships are shown in the diagram below. Figure 3 - Italian ATM stakeholder relationship LSSIP Year 2017 Italy 12 Released Issue

25 Civil Regulator(s) General Information Civil Aviation in Italy is the responsibility of the Ministry of Infrastructures and Transport. The different national entities having regulatory responsibilities in ATM are summarised in the table below. The NSA s are further detailed in the following sections. Activity in ATM: Organisation responsible Legal Basis Rulemaking EU and/or ENAC Art. 2 of D.Lgs. 25 luglio 1997, n Istituzione dell'ente nazionale per l'aviazione civile (E.N.A.C.) Safety Oversight ENAC Art. 687 of Codice della Navigazione Enforcement actions in case of noncompliance with safety regulatory requirements ENAC Art. 687 of Codice della Navigazione Airspace ENAC, ITAF. ENAV Art. 687 of Codice della Navigazione DPR 90/2010 Economic Environment Security Accident investigation Ministry of Economy and Finance / M of IT and ENAC review annually ANS charges in cooperation with Ministry Economy and Finance and Ministry of Defence Ministry of the Environment / ENAC Ministy of Interior and Ministry of Defence, ENAC Agenzia Nazionale per la Sicurezza del Volo (ANSV) Art. 687 of Codice della Navigazione Art. 687 of Codice della Navigazione Legislative decree n. 66 of the 25th of February 1999 Safety oversight of ANS to civil flights by military units is performed by ITAF according to the MOU signed on 22 September 2014, between ENAC, on behalf of Minister of Transport, and ITAF, on behalf of Minister of Defence. LSSIP Year 2017 Italy 13 Released Issue

26 ENAC ENAC, the Italian Civil Aviation Authority, has been appointed as regulator and National Supervisory Authority for ATM/ANS in November 2004 with dedicated law 265/2004. This appointment has been included in the basic code of Air Law (change to Italian Navigation Code) in Italy issued in June 2005 thus completely implementing the separation of regulation and safety oversight from the service provision. ENAC is also responsible for the regulation for environmental matters in ATM. ENAC is under the supervision of the Ministry of Infrastructures and Transport, which remains responsible for the Italian civil aviation policy. Historically ENAC, founded in 1997, had indeed been the Civil Aviation Authority responsible for airworthiness matters, aircraft maintenance, organisations and technical personnel approval, aircrew licensing, airport construction, building and operation, as well as the Authority supervising the safety and issuing certificates and licences to Aircraft Operators. Being responsible for Airport Regulation, in 2002, ENAC issued a national Regulation for oversight and certification of Airport Operators based on ICAO Annex 14. Italian Territory is divided into Airport Districts ( Direzioni Aeroportuali ) each one headed by an Airport Director which performs various regulatory and administrative tasks, and in particular the coordination between State agencies operating on the airport (Police, Custom Services, Firefighting Services) and the airport operators. Most of the Italian airports are managed by airport operators, responsible for airport operations and safety, under total concession by ENAC. The relevant air traffic services are provided by either ENAV S.p.A. or ITAF (Italian Air Force) or the same airport operators in few minor airports (AFIS services). The Ministry of Economy acts as economic regulator by giving the final approval of the proposed user charges, however the wellconsolidated SES regulation on charging schemes assigns to the NSA the oversight on user charge definition process. Annual Report published: Y ENAC Bilancio Sociale, published on ENAC website: The page includes a courtesy translation in English of the report. Further information about ENAC is provided on the following web site: The Organisation chart of ENAC is shown in Annex B. LSSIP Year 2017 Italy 14 Released Issue

27 Air Navigation Service Provider(s) ENAV S.p.A. Born in 1996 as Ente Nazionale di Assistenza al Volo (ENAV) from the transformation of AAAVTAG (Azienda Autonoma di Assistenza al Volo per il Traffico Aereo Generale) in an economic public institution. Afterwards, it becomes ENAV S.p.A. in 2001, in the frame of the wider process of liberalization and privatisation of air transport market, with the aim of reaching efficiency objectives, increase quality and reliability of services, ensuring high levels of security and quality. ENAV inherited civil air traffic management that until 1979 was under the responsibility of Aeronautica Militare Italiana and afterwards, from 1982, of AAAVTAG. Since 2016, ENAV SpA is a publicly traded jointstock company. Service provided Air Navigation Services (ANS) in Italy for GAT are provided by ENAV S.p.A. within the Airspace respectively assigned by National Law. Governance: Publicly traded JointStock Company Services provided Y/N Comment ATC enroute ATC approach ATC Aerodrome(s) AIS CNS MET ATCO training Y Y Y Y Y Y Y Ownership: Others Y APRON management shared with Airport Operators Additional information: Provision of services in other State(s): Y Austria, Switzerland, France, Croatia, Slovenia and Serbia Controlled by the Ministry of Economy and Finance and supervised by the Ministry of Infrastructures and Transport Annual Report published: Y l LSSIP Year 2017 Italy 15 Released Issue

28 Figure 4 - Italian ATSUs under ENAV jurisdiction Every 4 years ENAV signs specific programme and service contracts with the Ministry of Economy and Finance, which acts also as economic regulator, by approving the proposed user charges. ENAV web address is: The Organisation chart of ENAV is shown in Annex B. LSSIP Year 2017 Italy 16 Released Issue

29 ATC systems in use Main ANSP part of any technology alliance 5 Y DSNA 6 FDPS Specify the manufacturer of the ATC system currently in use: Techno Sky Upgrade 7 of the ATC system is performed or planned? The following changes have been performed in 2016: MTCD implementation in Brindisi ACC Data link implementation in Brindisi ACC HMI Integrated Label (Mode S and Data Link integration) in Brindisi ACC Replacement of the ATC system by the new one is planned? 2021 ATC Unit The following changes are planned in 2018: MTCD implementation in remaining ACCs Datalink implementation in remaining ACCs HMI Integrated Label (Mode S and Data Link integration) in remaining ACCs TSA management in all ACCs All ATC Units SDPS Specify the manufacturer of the ATC system currently in use: LEONARDO Upgrade of the ATC system is performed or planned? The following changes have been performed in 2016: Data link implementation in Brindisi ACC HMI Integrated Label (Mode S and Data Link integration) in Brindisi ACC Replacement of the ATC system by the new one is planned? 2021 ATC Unit The following changes are planned in 2018: Data link implementation in remaining ACCs HMI Integrated Label (Mode S and Data Link integration) in remaining ACCs TSA management in all ACCs All ATC Units 5 Technology alliance is an alliance with another service provider for joint procurement of technology from a particular supplier (e.g. COOPANS alliance) 6 The partnership with DSNA, the French ANS provider, is related to Coflight prgramme 7 Upgrade is defined as any modification that changes the operational characteristics of the system (SES Framework Regulation 549/2004, Article 2 (40)) LSSIP Year 2017 Italy 17 Released Issue

30 ATC Units The ATC units in the Italian airspace, which are of concern to this LSSIP are the following: ATC Unit Number of sectors Associated FIR(s) Remarks Enroute TMA Brindisi ACC 5/6 + 2 FIC Brindisi FIR/UIR, Roma FIR/UIR ATC + FIS service: GND to UNL within and over Brindisi FIR/UIR, plus small part of the South Eastern airspace of Rome FIR/UIR GND Milano ACC FIC 6 8 Western part of Milano FIR/UIR, Milano TMA 2, Linate CTR, Malpensa CTR, Bergamo CTR, Lugano CTR ATC + FIS service: Western part of Milano FIR/UIR from GND to UNL Padova ACC 13/ FIC Eastern part of Milano FIR/UIR, Roma FIR ATC + FIS service: Eastern part of Milano UIR/FIR from GND to UNL plus part of north eastern part of Roma FIR GND to UNL 9 Roma FIR/UIR, Roma Roma ACC FIC 7 TMA 2, Roma CTR. ATC + FIS service: Roma FIR/UIR, except part of the South Eastern airspace of Rome FIR/UIR GND to UNL managed by Brindisi Military ATS units (authorized by the Italian State to provide ATS to GAT without certification) are directly responsible for the provision of ATC services to several airports and CTRs located within airspace under military jurisdiction. This is in line with Article 1 of Regulation (EC) No 1108/2009 of the European Parliament and of the Council of 21 October 2009 amending Regulation (EC) No 216/2008 in the field of aerodromes, air traffic management and air navigation services and repealing Directive 2006/23/EC and in line with Regulation 550/2004, article 7, paragraph 5. The ITAF ATC Units handling Civil Aviation flights are: ITAF ATC Unit Maximum number of ATC positions in Ops Associated Airspace Remarks Decimomannu X CTR Cagliari APP service to Cagliari Istrana X CTR Treviso APP service to Treviso Sant Angelo Pisa X CTR + ATZ Pisa APP/TWR service Sigonella X CTR Catania APP service to Catania and Comiso Trapani X CTR + ATZ Trapani APP/TWR service Grosseto X CTR Grosseto APP service to Grosseto and Siena Ampugnano Amendola X CTR Amendola APP service to Foggia Gino Lisa Aviano X CTR Aviano APP service to Udine Campoformido 8 APP for LIMC, LIME, LIML, LSZA. 9 APP for LIRF, LIRA and LIRU (Roma CTR). LSSIP Year 2017 Italy 18 Released Issue

31 Airports General information Major airports, whose land belongs to the Italian civilian administration, are operated by stock companies under concession by ENAC. Two types of concession exist: normal which allows the Airport Operator to manage the land side and the air terminal, while the air side remains responsibility of ENAC; they are only awarded for minor airports. total concession including the air side. Signs and markings are under the responsibility of the air side operator. At some airports lighting is implemented and managed by the ANSP (ENAV); in others directly by the Airport Operator. In any case ENAC certification includes lighting on the runway and taxiways. Assoaeroporti is the association of the Airport Operators. A different association (Assoclearance) is responsible to support the allocation of the available slots among operators of public scheduled services based on EU Regulation 793/2004. Airport(s) covered by the LSSIP Referring to the List of Airports in the European ATM Master Plan Level 3 Implementation Plan Edition 2017 Annex 2, it is up to the individual State to decide which additional airports will be reported through LSSIP for those Objectives. APO SloAs are contained in the following Objectives: ENV, APO, FCM05, ITYADQ and SAF11. The following airports are covered in this LSSIP edition: Milano Linate Milano Malpensa Roma Fiumicino Venezia Tessera LSSIP Year 2017 Italy 19 Released Issue

32 Military Authorities The Military Authorities involved in ATM in Italy are composed of the Italian Air Force. ITAF reports to the Ministry of Defence. The Italian Air Force has adapted its organisational structure in order to generate functional separation between the high level body Air Force Staff (SMA UCAM Ufficio Generale Circolazione Aerea Militare) accountable for services internal supervision and the units responsible for the provision of Air Navigation Services (Major Commands). In accordance with the European Community Regulation 550/2004, article 7, paragraph 5, the Italian Air Force is authorised to provide ATS, CNS and MET Services to General Air Traffic (GAT) without certification. In accordance with a specific MoU ITAF ENAC signed on , ITAF ensures internal supervision and ANS provision to GAT in compliance with EC regulations. ITAF provides supervision results to ENAC accordingly. ITAF web address is: The regulatory, service provision and user role in ATM are detailed below. Military Authority organizational arrangements are included in Annex B. Regulatory role Regulatory framework and rulemaking OAT OAT and provision of service for OAT governed by national legal provisions? Level of such legal provision. State Law ( TUOM DPR 90/2010 dated 15/03/2010 and COM Dec Lgs 66 dated 15/03/2010) Authority signing such legal provision: President of Italian Republic and the Parliament These provisions cover: Additional Information: None Rules of the Air for OAT Y Y GAT Provision of service for GAT by the Military governed by national legal provisions? Level of such legal provision: State Law ( TUOM DPR 90/2010 dated 15/03/2010 and COM Dec Lgs 66 dated 15/03/2010) Authority signing such legal provision: President of Italian Republic and the Parliament These provisions cover: Organisation of military ATS for OAT Y Organisation of military ATS for GAT Y OAT/GAT Coordination Y OAT/GAT Coordination Y ATCO Training Y ATCO Training Y ATCO Licensing Y ATCO Licensing N ANSP Certification Y ANSP Certification Y ANSP Supervision Y ANSP Supervision Y Aircrew Training Y ESARR applicability Y Aircrew Licensing Means used to inform airspace users (other than military) about these provisions: Y Additional Information: None Means used to inform airspace users (other than military) about these provisions: National AIP Y National AIP Y National Military AIP Y National Military AIP Y EUROCONTROL eaip N EUROCONTROL eaip N Other: Y Other: Y Y LSSIP Year 2017 Italy 20 Released Issue

33 Oversight OAT National oversight body for OAT: ITAF Additional information: None GAT ITAF ensures internal supervision on ANS provided to GAT in compliance with EC regulations and in accordance with a specific MoU (ITAF ENAC as National Supervisory Authority). ITAF provides supervision results to ENAC accordingly Additional information: None Service Provision role ITAF was the sole national ANSP until Afterwards a civil ANSP was established. Since then, ITAF has been providing ANS to GAT in designated airspaces and military airports open to civilian traffic. The current legal framework of Service provision is in accordance with Italian state law Decreto del Presidente della Repubblica art. 99 DPR 90/2010, which establishes the competency of Chief of Air Staff, Italian Air Force (ITAF) provides ANS to civil traffic in GAT in the airspace /airports under military responsibility. In accordance with the European Community Regulation CE 216/2008, ITAF provides ANS to GAT within the respectively air space established by national law, ensuring a level of safety that is at least as effective as that required by the essential requirements as defined in the above mentioned SES Regulation. Performance and capability levels related to ANS provision by ITAF to civil air traffic are strictly related to: The fulfilment of the military priorities and function defined by MOD; The financial resources allocated for the specific function on the yearly air force budget; The strength of human resources authorized for the specific function. ITAF provide ANS within the Airspace assigned by National Law. Details are exploded in the following paragraph. ANS to OAT (operational air traffic) are provided by ITAF within Italian FIRs. Air traffic services to OAT are provided by ITAF with the 4 SCCAM (Coordination and Control Service for the Air Force) colocated within ENAV s ACCs and the other Military ATC Units for TWR and APP Services. The SCCAM location inside the ENAV s ACC ensures close cooperation between civil and military Air Traffic Controllers with the provision of services (GAT by ENAV, OAT by ITAF) regulated by local Letters of Agreement in accordance with Italian legislation. The colocation of civil and military controllers in the same operational room allows them to use the same fully integrated equipment. Services Provided: OAT Services Provided: EnRoute Y EnRoute N Approach/TMA Y Approach/TMA Y Airfield/TWR/GND Y Airfield/TWR/GND Y AIS Y AIS N MET Y MET Y SAR Y SAR Y TSA/TRA monitoring Y FIS Y Additional Information: None Other: FIS & CNS Y Other: CNS Y GAT Additional Information: None Military ANSP providing GAT services SES certified? N If YES, since: N/A Duration of the Certificate: Certificate issued by: N/A If NO, is this fact reported to the EC in accordance with SES regulations? Additional Information: N/A Y LSSIP Year 2017 Italy 21 Released Issue

34 User role IFR inside controlled airspace, Military aircraft can fly? OAT only N GAT only N Both OAT and GAT Y If Military fly OATIFR inside controlled airspace, specify the available options: Free Routing Y Within specific corridors only N Within the regular (GAT) national route network Y Under radar control Y Within a special OAT route system Y Under radar advisory service Y If Military fly GATIFR inside controlled airspace, specify existing special arrangements: No special arrangements Exemption from Route Charges Y Exemption from flow and capacity (ATFCM) measures Y Provision of ATC in UHF Y CNS exemptions: RVSM Y 8.33 Y Mode S Y ACAS Y Others: None Flexible Use of Airspace (FUA) Military in Italy applies FUA requirements as specified in the Regulation No 2150/2005: Y FUA Level 1 implemented: Y FUA Level 2 implemented: Y FUA Level 3 implemented: Y LSSIP Year 2017 Italy 22 Released Issue

35 2. Traffic and Capacity 2.1. Evolution of traffic in Italy Italy - Annual IFR Movements IFR flights IFR movements - Actuals IFR movements - Baseline forecast IFR movements - High forecast IFR movements - Low forecast A 2014 A 2015 A 2016 A 2017 F 2018 F 2019 F 2020 F 2021 F 2022 F 2023 F A= Actual F = Forecast EUROCONTROL Seven-Year Forecast (September 2017) IFR flights yearly growth 2014 A 2015 A 2016 A 2017 F 2018 F 2019 F 2020 F 2021 F 2022 F 2023 F H 3.6% 5.4% 4.9% 4.4% 3.5% 3.6% 3.5% Italy B 1.9% 1.0% 2.2% 3.2% 3.2% 2.1% 2.0% 1.5% 1.8% 1.8% L 2.8% 1.1% -0.6% 0.2% -0.3% 0.0% 0.0% ECAC B 1.7% 1.6% 2.8% 4.5% 2.8% 2.1% 1.9% 1.5% 1.7% 1.7% 2017 Traffic in Italy increased by 3.5% during Summer 2017 (May to October inclusive), when compared to the same period during The EUROCONTROL SevenYear Forecast predicts an average annual increase between 0.1% and 4.4%, with a baseline growth of 2.1% for Italy during the planning cycle. LSSIP Year 2017 Italy 23 Released Issue

36 2.2. Brindisi ACC Traffic and enroute ATFM delays LIBBACC - Traffic and en-route ATFM delays IFR flights (Daily Average) Enroute Delay (minutes per flight) Peak Day Traffic Summer Traffic Yearly Traffic* Summer Traffic Forecast High Traffic Forecast - Summer Low Traffic Forecast - Summer Summer enroute delay (all causes) Yearly enroute delay (all causes) * *From 01/01/2017 to 31/10/2017 Performance summer 2017 Traffic Evolution 2017 Capacity Baseline En-route Delay (min/flight) - Summer Ref value Actual Capacity gap +10.2% 96 (+10%) No Average en-route delay per flight remained at zero, the same as during Summer Capacity Plan: +8% Achieved Comments Free-route implementation program Improved airspace management PBN Program Improved ATFCM, including STAM Airspace management and ATS route assessment and/or improvements according to network needs, Airspace Users expectations, ENAV s Flight Efficiency Plan and BLUEMED Yes FAB implementation TMA reorganisation & CTA implementation Yes Recruitment of ATCOs if necessary No Not applicable ADSB No Planned 2019 LINK IT Yes MTCD No Planned 2018 Flexible opening scheme according to traffic demand and system enablers implementation Yes Maximum configuration: 6 sectors Yes 5 sectors were sufficient Summer 2017 performance assessment The ACC capacity baseline was measured at 96. During the measured period (June and July), the average peak 1 hour demand was 77 and the average peak 3 hour demand was 71. Yes Yes Yes Yes LSSIP Year 2017 Italy 24 Released Issue

37 Planning Period The planning focuses on the Summer season to reflect the most demanding period of the year from a capacity perspective. This approach ensures consistency with the previous planning cycles. ACC 2017 baseline LIBB 96 Capacity Profiles Profiles (hourly movements and % increase over previous year) H 99 3% 104 5% Ref. 96 0% 99 3% L 96 0% 96 0% Open 96 0% 99 3% C/R 96 0% 96 0% Summer Capacity Plan Free Route Airspace FRA Lowered to FL305 Free-route implementation program Airspace Management Advanced FUA Airport & TMA Network Integration Cooperative Traffic Management Airspace Procedures Staffing Technical Capacity Significant Events Improved airspace management PBN Program Improved ATFCM, including STAM Airspace management and ATS route assessment and/or improvements according to network needs, Airspace Users expectations, ENAV s Flight Efficiency Plan and BLUEMED FAB implementation New area of responsibility for ACC New DFL and extra layer Four geographical sectors instead of three 4Flight ATM system training ADSB 4Flight ATM system implementation Recruitment of ATCOs if necessary Flexible opening scheme according to traffic demand and system enablers implementation More sector configurations available Improved flexibility for sector openings Max sectors Planned Annual Capacity Increase Reference profile Annual % Increase Difference Capacity Plan v. Reference Profile 5% 5% 3% 3% 3% 0% 3% N/A N/A N/A 5.2% 7.1% N/A N/A N/A Annual Reference Value (min) N/A N/A N/A Summer reference value (min) N/A N/A N/A Additional information LSSIP Year 2017 Italy 25 Released Issue

38 An outline of available sector configuration for a typical weekday and a weekend day for summer Sectors available Summer 2018 WD Sectors available Summer 2018 WE :00 02:00 04:00 06:00 08:00 10:00 12:00 14:00 16:00 18:00 20:00 22:00 00:00 02:00 04:00 06:00 08:00 10:00 12:00 14:00 16:00 18:00 20:00 22:00 LIBBCTA - Reference capacity profile and alternative scenarios Capacity profile (movements per hour) Reference Capacity Profile Capacity Profile Shortest Routes (Open) Capacity Profile Current Routes Capacity Profile High Capacity Profile Low Capacity Baseline Plan Planning Period Outlook No problems are foreseen for Brindisi during the planning cycle. Capacity enhancement measures planned are in the order of finetuning the capacity already existing and to support any possible improvement in Flight Efficiency. LSSIP Year 2017 Italy 26 Released Issue

39 2.3. Milan ACC Traffic and enroute ATFM delays LIMMACC - Traffic and en-route ATFM delays IFR flights (Daily Average) Enroute Delay (minutes per flight) Peak Day Traffic Summer Traffic Yearly Traffic* Summer Traffic Forecast High Traffic Forecast - Summer Low Traffic Forecast - Summer Summer enroute delay (all causes) Yearly enroute delay (all causes) * *From 01/01/2017 to 31/10/2017 Performance summer 2017 Traffic Evolution 2017 Capacity Baseline En-route Delay (min/flight) - Summer Ref value Actual Capacity gap +2.8% 197 (0%) No Average en-route delay per flight remained at zero, the same as during Summer Capacity Plan: +3% Achieved Comments Free-route implementation program Improved airspace management PBN Program Trombone LIMC/LIML/LIME No Planned end 2018 Evaluation and implementation of AMAN//Extended AMAN No Planned 2019 Improved ATFCM, including STAM Airspace management and ATS route assessment and/or Yes improvements according to network needs, Airspace Users, ENAV s Flight Efficiency Plan and/or BLUEMED FAB implementation TMA reorganisation & CTA implementation Yes Recruitment of ATCOs if necessary No Planned 2018 ADSB No Planned 2019 MTCD No Planned 2018 LINK IT (Data Link implementation) No Planned 2018 Flexible opening scheme according to traffic demand and system enablers implementation Yes Maximum configuration: 21 sectors Yes 19 sectors were sufficient Summer 2017 performance assessment The ACC capacity baseline was measured with ACCESS at 197. During the measured period (June and July), the average peak 1 hour demand was 193 and the average peak 3 hour demand was 183. Yes Yes Yes Yes LSSIP Year 2017 Italy 27 Released Issue

40 Planning Period The planning focuses on the Summer season to reflect the most demanding period of the year from a capacity perspective. This approach ensures consistency with the previous planning cycles. ACC 2017 baseline LIMM 197 Capacity Profiles Profiles (hourly movements and % increase over previous year) H 203 3% 214 5% Ref % 204 2% L 197 0% 198 1% Open 201 2% 205 2% C/R 202 3% 207 2% Free Route Airspace Airspace Management Advanced FUA Airport & TMA Network Integration Cooperative Traffic Management Airspace Procedures Staffing Technical Capacity Summer Capacity Plan FRA Lowered to FL305 Trombone Implementation LIMC/LIML/LIME Evaluation and implementation of AMAN//Extended AMAN Freeroute implementation program Improved airspace management PBN Program Improved ATFCM, including STAM Airspace management and ATS route assessment and/or improvements according to network needs, Airspace Users expectations, ENAV s Flight Efficiency Plan and BLUEMED FAB implementation New area of responsibility for ACC New DFL s More sector configurations available Improved flexibility for sector openings ADSB Recruitment of ATCOs if necessary Flexible opening scheme according to traffic demand and system enablers implementation Max sectors Planned Annual Capacity Increase 3% 5% 3% 3% 3% Reference profile Annual % Increase 2% 2% N/A N/A N/A Difference Capacity Plan v. Reference Profile 1.5% 4.4% N/A N/A N/A Annual Reference Value (min) N/A N/A N/A Summer reference value (min) N/A N/A N/A Additional information LSSIP Year 2017 Italy 28 Released Issue

41 An outline of available sector configuration for a typical weekday and a weekend day for summer 2018 Sectors available Summer 2018 WD Sectors available Summer 2018 WE :00 02:00 04:00 06:00 08:00 10:00 12:00 14:00 16:00 18:00 20:00 22:00 00:00 02:00 04:00 06:00 08:00 10:00 12:00 14:00 16:00 18:00 20:00 22:00 LIMMACC - Reference capacity profile and alternative scenarios Capacity profile (movements per hour) Reference Capacity Profile Capacity Profile Shortest Routes (Open) Capacity Profile Current Routes Capacity Profile High Capacity Profile Low Capacity Baseline Plan Planning Period Outlook No problems are foreseen for Milano during the planning cycle. Capacity enhancement measures planned are in the order of finetuning the capacity already existing and to support any possible improvement in Flight Efficiency. LSSIP Year 2017 Italy 29 Released Issue

42 2.4. Padova ACC Traffic and enroute ATFM delays LIPPACC - Traffic and en-route ATFM delays IFR flights (Daily Average) Enroute Delay (minutes per flight) Peak Day Traffic Summer Traffic Yearly Traffic* Summer Traffic Forecast High Traffic Forecast - Summer Low Traffic Forecast - Summer Summer enroute delay (all causes) Yearly enroute delay (all causes) * *From 01/01/2017 to 31/10/2017 Performance summer 2017 Traffic Evolution 2017 Capacity Baseline Enroute Delay (min/flight) Summer Ref value Actual Capacity gap +2.1% 199 (+3%) No Average enroute delay per flight decreased to zero minutes per flight during summer Capacity : +2% Achieved Comments Freeroute implementation program Improved airspace management PBN Program Improved ATFCM including STAM Airspace management and ATS route assessment and/or improvements according to network needs, Airspace Users expectations, ENAV s Flight Efficiency Plan and/or BLUEMED FAB implementation TMA reorganisation & CTA implementation Recruitment of ATCOs if necessary ADSB No Planned 2019 MTCD No Planned 2018 LINK IT (Data Link implementation) No Planned 2018 Flexible opening scheme according to traffic demand and system enablers implementation Maximum configuration: 14 sectors Yes 13 sectors were sufficient Summer 2017 performance assessment The ACC capacity baseline was measured at 199. During the measured period (June and July) the average peak 1 hour demand was 174 and the average peak 3 hour demand was 165. Yes Yes Yes Yes Yes Yes No Yes LSSIP Year 2017 Italy 30 Released Issue

43 Planning Period The planning focuses on the Summer season to reflect the most demanding period of the year from a capacity perspective. This approach ensures consistency with the previous planning cycles. ACC 2017 baseline LIPP 199 Capacity Profiles Profiles (hourly movements and % increase over previous year) H 201 1% 207 3% Ref % 200 1% L 199 0% 199 0% Open 199 0% 200 1% C/R 199 0% 200 1% Summer Capacity Plan Free Route Airspace Freeroute implementation program FRA Lowered to FL305 Airspace Management Advanced FUA Improved airspace management Airport & TMA Network Integration Cooperative Traffic Management Airspace Procedures Staffing Technical Capacity PBN Program Improved ATFCM, including STAM Airspace management and ATS route assessment and/or improvements according to network needs, Airspace Users expectations, ENAV s Flight Efficiency Plan and BLUEMED FAB implementation New area of responsibility for ACC New DFLs More sector configurations available Improved flexibility for sector openings ADSB Recruitment of ATCOs if necessary Flexible opening scheme according to traffic demand and system enablers implementation Planned Annual Capacity Increase 2% 3% 2% 2% 2% Reference profile Annual % Increase 0% 1% N/A N/A N/A Difference Capacity Plan v. Reference Profile 2.0% 4.5% N/A N/A N/A Annual Reference Value (min) N/A N/A N/A Summer reference value (min) N/A N/A N/A Additional information LSSIP Year 2017 Italy 31 Released Issue

44 An outline of available sector configuration for a typical weekday and a weekend day for summer Sectors available Summer 2018 WD Sectors available Summer 2018 WE :00 02:00 04:00 06:00 08:00 10:00 12:00 14:00 16:00 18:00 20:00 22:00 00:00 02:00 04:00 06:00 08:00 10:00 12:00 14:00 16:00 18:00 20:00 22:00 LIPPCTA - Reference capacity profile and alternative scenarios Capacity profile (movements per hour) Reference Capacity Profile Capacity Profile Shortest Routes (Open) Capacity Profile Current Routes Capacity Profile High Capacity Profile Low Capacity Baseline Plan Planning Period Outlook No problems are foreseen for Padova ACC during the planning cycle. Capacity enhancement measures planned are in the order of finetuning the capacity already existing and to support any possible improvement in Flight Efficiency. LSSIP Year 2017 Italy 32 Released Issue

45 2.5. Rome ACC Traffic and enroute ATFM delays LIRRACC - Traffic and en-route ATFM delays IFR flights (Daily Average) Enroute Delay (minutes per flight) Peak Day Traffic Summer Traffic Yearly Traffic* Summer Traffic Forecast High Traffic Forecast - Summer Low Traffic Forecast - Summer Summer enroute delay (all causes) Yearly enroute delay (all causes) * *From 01/01/2017 to 31/10/2017 Performance summer 2017 Traffic Evolution 2017 Capacity Baseline Enroute Delay (min/flight) Summer Ref value Actual Capacity gap +5.3% 214 (0%) No Average enroute delay per flight remained at zero minutes per flight in Summer Capacity Plan: +2% Achieved Comments Freeroute implementation program Improved airspace management PBN Program Trombone for LIRF Evaluation and implementation of AMAN/Extended AMAN No Planned 2019 Improved ATFCM including STAM Airspace management and ATS route assessment and/or improvements according to network needs, Airspace Users expectations, ENAV s Flight Efficiency Plan and/or BLUEMED FAB implementation TMA reorganisation & CTA Implementation ADSB No Planned 2019 MTCD No Planned 2018 LINK IT (Data Link implementation) No Planned 2018 Flexible opening scheme according to traffic demand and system enablers implementation Maximum configuration: 21 sectors Yes 21 sectors were opened Summer 2017 performance assessment The ACC capacity baseline was assessed measured at 214. During the measured period (June and July), the average peak 1 hour demand was 202 and the average peak 3 hour demand was 189. Yes Yes Yes Yes Yes Yes Yes Yes LSSIP Year 2017 Italy 33 Released Issue

46 Planning Period The planning focuses on the Summer season to reflect the most demanding period of the year from a capacity perspective. This approach ensures consistency with the previous planning cycles. ACC 2017 baseline LIRR 214 Capacity Profiles Profiles (hourly movements and % increase over previous year) H 223 4% 234 5% Ref % 224 2% L 215 0% 216 0% Open 220 3% 224 2% C/R 218 2% 222 2% Summer Capacity Plan Free Route Airspace Freeroute implementation program FRA Lowered to FL305 Airspace Management Advanced FUA Airport & TMA Network Integration Cooperative Traffic Management Airspace Procedures Staffing Technical Capacity Significant Events Evaluation and implementation of AMAN/Extended AMAN Improved airspace management PBN Program Improved ATFCM, including STAM Airspace management and ATS route assessment and/or improvements according to network needs, Airspace Users expectations, ENAV s Flight Efficiency Plan and BLUEMED FAB implementation New area of responsibility for ACC New DFLs LINK IT (Data Link implementation) ADSB Recruitment of ATCOs if necessary Flexible opening scheme according to traffic demand and system enablers implementation More sector configurations available Improved flexibility for sector openings Max sectors Planned Annual Capacity Increase 3% 3% 2% 2% 2% Reference profile Annual % Increase 3% 2% N/A N/A N/A Difference Capacity Plan v. Reference Profile 0% 1,3% N/A N/A N/A Annual Reference Value (min) N/A N/A N/A Summer reference value (min) N/A N/A N/A Additional information LSSIP Year 2017 Italy 34 Released Issue

47 An outline of available sector configuration for a typical weekday and a weekend day for summer Sectors available Summer 2018 WD Sectors available Summer 2018 WE :00 02:00 04:00 06:00 08:00 10:00 12:00 14:00 16:00 18:00 20:00 22:00 00:00 02:00 04:00 06:00 08:00 10:00 12:00 14:00 16:00 18:00 20:00 22:00 LIRRACC - Reference capacity profile and alternative scenarios Capacity profile (movements per hour) Reference Capacity Profile Capacity Profile Shortest Routes (Open) Capacity Profile Current Routes Capacity Profile High Capacity Profile Low Capacity Baseline Plan Planning Period Outlook No problems are foreseen for Roma ACC during the planning cycle. Capacity enhancement measures planned are in the order of fine tuning the capacity already existing and to support any possible improvement in Flight Efficiency. LSSIP Year 2017 Italy 35 Released Issue

48 3. Master Plan Level 3 Implementation Report conclusions Conclusion VERY GOOD PROGRESS IN IMPLEMENTATION OF BOTH FREE ROUTE AND DIRECT ROUTING. THIS MOMENTUM SHOULD BE KEPT AND SUPPORTED BY ALL INVOLVED STAKEHOLDERS. (page 14 of the Report) Applicable to All State that are implementing AOM21.1 and AOM21.2 State s action planned for this conclusion: YES Description of the planned action: Free Route and DCT already implemented in Italy Conclusion DELAYS IN IMPLEMENTATION OF ASMGCS SURVEILLANCE CAN POTENTIALLY IMPACT THE TIMELY IMPLEMENTATION OF OTHER SUBSEQUENT ASMGCS FUNCTIONALITIES. (page 21 of the Report) Applicable to EDDL, LIMC, LIRF, EGCC, EGLL, EGSS State s action planned for this conclusion: YES Description of the planned action: Implementation plans are in line with EC 716/2014 Conclusion ADQ IMPLEMENTATION ISSUES HAVE TO BE ADDRESSED AS SOON AS POSSIBLE AS THEY CAN IMPACT ON SWIM IMPLEMENTATION. (page 25 of the Report) Applicable to All States + EC State s action planned for this conclusion: YES Description of the planned action: ADQ implementation is planned LSSIP Year 2017 Italy 36 Released Issue

49 4. Implementation Projects 4.1. National projects Hereafter are reported the main projects related to Implementation Objectives. 4Flight Organisation(s): ENAV (IT) Type of project: National Schedule: Status: Description: Link and references ATM MP links: Other links: Project included in RP2 Performance Plan: The programme has the aim to foster the evolution of ATM system to a European technological platform. This involves the development and the integration in a common standard architecture of a number of new components characterized by a high level of modularity, scalability and maintainability. In order to reduce risk exposure and to better exploit potential synergies, ENAV and the French ANSP (DSNA) have decided to establish a long term programme, called 4Flight, with the intention to further extend the successful technical cooperation set up during Coflight project. L3: ATC02.8, ATC12.1 Name/Code in RP2 Performance Plan: Project included in DP2016: Name/Code in DP2016: Performance contribution Safety: ++ The implementation of the programme will contribute to improve all the KPAs. Environment: ++ The implementation of the programme will contribute to improve all the KPAs. Capacity: ++ The implementation of the programme will contribute to improve all the KPAs. Costefficiency: ++ The implementation of the programme will contribute to improve all the KPAs. Operational efficiency: ++ LSSIP Year 2017 Italy 37 Released Issue

50 ASMGCS Level 1 & 2 and safety nets integration Organisation(s): ENAV (IT) Type of project: National Schedule: Status: Description: Link and references ATM MP links: Other links: Project included in RP2 Performance Plan: The project will allow the completion of ASMGCS Level 1 in Milano Malpensa and Roma Fiumicino by the extension of MLAT coverage. Afterwards, the Level 2 will be integrated within new tower architecture system together with airport safety nets related to ASMGCS Level 2 (i.e. runway incursion monitoring, surface conflict alert and conflicting clearances). The scope of project includes the installation of the ADSB transpoder in all the vehicles circulating in the movement areas of the two airports involved L3: AOP04.1, AOP04.2, AOP12 Name/Code in RP2 Performance Plan: Project included in DP2016: Name/Code in DP2016: Performance contribution Safety: ++ The availability of aircraft/vehicles positions increases AO staff situational awareness enabling work load reduction Environment: Capacity: + The ASMGCS allows the airport operations to run more smoothly and efficiently resulting on most efficient use of the airport capacity in nominal as well as adverse and exceptional condition Costefficiency: Operational efficiency: ++ LSSIP Year 2017 Italy 38 Released Issue

51 ADSB Completion Organisation(s): ENAV (IT) Type of project: National Schedule: Status: Description: Link and references ATM MP links: Other links: Project included in RP2 Performance Plan: The system provides the operational service of ADSB stations, with integration in the ACC surveillance trackers, after the experimental phase L3: ITYACID Name/Code in RP2 Performance Plan: Project included in DP2016: Name/Code in DP2016: Performance contribution Safety: + The project improves Safety through the deployment of surveillance solutions in nonradar areas Environment: Capacity: Costefficiency: Operational efficiency: LSSIP Year 2017 Italy 39 Released Issue

52 AMAN Extended Horizon Organisation(s): ENAV (IT) Type of project: National Schedule: Status: Description: Link and references ATM MP links: Other links: Project included in RP2 Performance Plan: The deployment of Extended Arrival Management (AMAN) in high density Terminal Manoeuvring Areas (TMAs) will improve the precision of the approach trajectory and will facilitate air traffic sequencing at an earlier stage. Extended AMAN will support extension of the planning horizon out to a minimum of nautical miles, up to and including the Top of Descent of arrival flights. The existing techniques to manage the AMAN constraints, in particular Time to Lose or Gain and Speed Advice will be used to implement this functionality. L3: ATC07.1, ATC15.1, ATC15.2 Name/Code in RP2 Performance Plan: Project included in DP2016: Name/Code in DP2016: Performance contribution Safety: Environment: + Capacity: + Costefficiency: Operational efficiency: + LSSIP Year 2017 Italy 40 Released Issue

53 ASM Tool Implementation Organisation(s): ENAV (IT) Type of project: National Schedule: Status: Description: Link and references ATM MP links: Other links: Project included in RP2 Performance Plan: The project is aimed to enhance CivilMilitary Air Traffic Management (ATM) performance enhancing the provision of military information about reserved areas through the implementation and integration of LARA tool. The implementation of the tool together with the integration of local system will contribute to enhance the management airspace reservations as well as the AUP automatic acquisition. L3: AOM19.1, AOM19.2, AOM19.3 Name/Code in RP2 Performance Plan: Project included in DP2016: Name/Code in DP2016: Performance contribution Safety: Environment: + Being LARA tool also used by neighboring ANSP its implementation will contribute to improve seamless coordination between different States and to facilitate efficient cross border operation Capacity: Costefficiency: Operational efficiency: + LSSIP Year 2017 Italy 41 Released Issue

54 Aeronautical Data Quality system interface evolution (ADQ2) Organisation(s): ENAV (IT) Type of project: National Schedule: Status: Description: Link and references ATM MP links: Other links: Project included in RP2 Performance Plan: The program consists in an evolution of the current interface component (called AeroEAD) for connection to EAD in order to satisfy new requirements in the SIPRO/AIRNAS system L3: ITYADQ Name/Code in RP2 Performance Plan: Project included in DP2016: Name/Code in DP2016: Performance contribution Safety: + A better quality of aeronautical data will improve interoperability among ATSU impacting positively on Safety Environment: Capacity: Costefficiency: + ANS cost will be optimized Operational efficiency: + Airport System Upgrade Organisation(s): ENAV (IT) Type of project: National Schedule: Status: Description: Link and references ATM MP links: Other links: Project included in RP2 Performance Plan: New TWR automation software with Electronic Flight Strips L3: AOP04.1 Name/Code in RP2 Performance Plan: Project included in DP2016: Name/Code in DP2016: Performance contribution Safety: + Environment: Capacity: + Costefficiency: Operational efficiency: + LSSIP Year 2017 Italy 42 Released Issue

55 Datalink system implementation Organisation(s): ENAV (IT) Type of project: National Schedule: Status: Description: Link and references ATM MP links: Other links: Project included in RP2 Performance Plan: Datalink system implementation in ARINC/SITA protocols and SATCAS integrated label L3: ITYAGDL Name/Code in RP2 Performance Plan: Project included in DP2016: Name/Code in DP2016: Performance contribution Safety: + Environment: Capacity: Costefficiency: Operational efficiency: + LSSIP Year 2017 Italy 43 Released Issue

56 Free Route Airspace Implementation Organisation(s): ENAV (IT) Type of project: National Schedule: Status: Description: Link and references ATM MP links: Other links: Project included in RP2 Performance Plan: The project aims to implement free route operations in Italy through a seamless integration of the four Italy ACCs enabling airspace users to flightplan their preferred trajectories within the whole Italian airspace. L3: AOM21.1, AOM21.2 DP 2015 SAF3.2 Free Route Name/Code in RP2 Performance Plan: Project included in DP2016: Name/Code in DP2016: Performance contribution Safety: Environment: + Study conducted by NM in the framework of SESAR VLSD Free Solutions shows a potential saving of about NM/day in Italian airspace. This amount of NM could be translated in about KG of fuel and KG of CO2 emissions. Capacity: ++ FR operations will grant maximum connectivity between Enroute and Terminal environment. ACC sector boundaries have been redesigned in order to match main flows of traffic. Furthermore also DFL between sectors have been vertically harmonised and standardized in order to improve vertical efficiency and remove flight planning constrains. The result of this activity produces an average capacity increase by 15% Costefficiency: + Operational efficiency: ++ LSSIP Year 2017 Italy 44 Released Issue

57 NOAS (New Operational Area System) Organisation(s): ENAV (IT) Type of project: National Schedule: Status: Description: Link and references ATM MP links: Other links: Project included in RP2 Performance Plan: Project aims at optimisation and deployment of systems developed for ENAV in the frame of AIRNAS 2010, AIRNAS 2010IS and ATENA SDD projects and the analysis of workflows L3: ITYADQ Name/Code in RP2 Performance Plan: Project included in DP2016: Name/Code in DP2016: Performance contribution Safety: + The project will improve consistency, reliability and integrity of data impacting positively on Safety Environment: Capacity: Costefficiency: Operational efficiency: RNP1 and APV procedures Organisation(s): ENAV (IT) Type of project: National Schedule: Status: Description: Link and references ATM MP links: Other links: Project included in RP2 Performance Plan: The project will focus on the introduction of RNP1+RF and APV procedures respectively at Milan Malpensa and Rome Fiumicino airports. Vertical guidance used will be both APV BAROVNAV and LPV. L3: NAV10 Name/Code in RP2 Performance Plan: Project included in DP2016: Name/Code in DP2016: Performance contribution Safety: Environment: Capacity: + Costefficiency: Operational efficiency: + LSSIP Year 2017 Italy 45 Released Issue

58 Traffic Complexity Tool implementation Organisation(s): ENAV (IT) Type of project: National Schedule: Status: Description: Link and references ATM MP links: Other links: Project included in RP2 Performance Plan: The project aims at implementing the Traffic Complexity Tool in all ENAV ACCs. Traffic complexity tools continuously monitor sector demand and evaluate traffic complexity (by applying predefined complexity metrics) according to a predetermined qualitative scale. The predicted complexity coupled with traffic demand enables ATFCM to take timely action to adjust capacity, or request the traffic profile changes in coordination with ATC, airspace users and NM. L3: FCM06 Name/Code in RP2 Performance Plan: Project included in DP2016: Name/Code in DP2016: Performance contribution Safety: + Reduction of overload and traffic peaks brings to improved safety Environment: Capacity: + TCT will improve capacity by rerouting traffic according to sector occupancy Costefficiency: Operational efficiency: LSSIP Year 2017 Italy 46 Released Issue

59 VCS ACC VoIP Organisation(s): ENAV (IT) Type of project: National Schedule: Status: Description: Link and references ATM MP links: Other links: Project included in RP2 Performance Plan: Adaptation of groundground and airground communication to VoIP with IP link among ACCs and radio sites L3: COM11 Name/Code in RP2 Performance Plan: Project included in DP2016: Name/Code in DP2016: Performance contribution Safety: + The project impacts positively on Safety due to the enhancement of communication functions and on Cost efficiency (use of internet technologies). Environment: Capacity: Costefficiency: + The project impacts positively on Safety due to the enhancement of communication functions and on Cost efficiency (use of internet technologies). Operational efficiency: etod Organisation(s): ENAV (IT) Type of project: National Schedule: Status: Description: Link and references ATM MP links: Other links: Project included in RP2 Performance Plan: The project aims at implementing a tool to improve the data quality of Obstacle Charts surveys in the airports L3: INF07, ITYADQ Name/Code in RP2 Performance Plan: Project included in DP2016: Name/Code in DP2016: Performance contribution Safety: + The program, will improve consistency, reliability and integrity of aeronautical data impacting positively on Safety Environment: Capacity: Costefficiency: Operational efficiency: LSSIP Year 2017 Italy 47 Released Issue

60 4.2. FAB projects ADQ Organisation(s): Schedule: Status: Description: Link and references ATM MP links: DCAC Air Navigation Service Provider (CY), ENAV (IT), HANSP (GR), MATS (MT) Other links: Project included in RP2 Performance Plan: Type of project: FAB The program offers proper automated workflow and check in data dissemination, to ensure the quality of aeronautical data L3: ITYADQ Name/Code in RP2 Performance Plan: Project included in DP2016: Name/Code in DP2016: Performance contribution Safety: ++ The program, in accordance to the requirements of regulation EC 73/2010, will improve consistency, reliability and integrity of aeronautical data impacting positively on Safety. Environment: Capacity: Costefficiency: Operational efficiency: Cooperation Activities: LSSIP Year 2017 Italy 48 Released Issue

61 BLUEGNSS Organisation(s): ENAV (IT) Type of project: FAB Schedule: Status: Description: Link and references ATM MP links: Other links: Project included in RP2 Performance Plan: The program offers promotes the EGNSS Operational adaption in the BLUE MED by means of RNP APCH procedure design and validation in selected airport and training for procedure designers. Set up of a regional GNSS Monitoring network is foreseen too L3: NAV10 Name/Code in RP2 Performance Plan: Project included in DP2016: Name/Code in DP2016: Performance contribution Safety: ++ Enhanced Safety in terms of reducing the probability of Controlled Flight Into Terrain (CFIT) accidents, enabling Continuous Descent Final Approach (CDFA) Increased Safety for airports where there are no precision approaches, removing also the need for circling approaches. Increased Safety for airports where there are no precision approaches, removing also the need for circling approaches Environment: + PBN procedures allow possible CO2 emission reduction Continuous horizontal/vertical guidance Capacity: + Increased airport accessibility by implementing precision approaches where are not available and/or in case of ILS maintenance or unavailability Costefficiency: ++ Preventing revenue losses caused by aircraft diversion Enabling the possibility of rationalisation of ground navigation infrastructure Set up of a regional GNSS Monitoring network provides good cost savings compared to a national stand alone implementation Operational efficiency: + Reducing aircraft diversion Improving airport accessibility Cooperation Activities: LSSIP Year 2017 Italy 49 Released Issue

62 Free Route Airspace Implementation Organisation(s): Schedule: Status: Description: Link and references ATM MP links: DCAC Air Navigation Service Provider (CY), ENAV (IT), HANSP (GR), MATS (MT) Other links: Project included in RP2 Performance Plan: Project included in DP2016: Performance contribution Safety: Type of project: FAB ENAV in collaboration with MATS have implemented FRA Airspace above FL335 in December Plans are ongoing to introduce FRA from FL305 in both Italy and Malta in the coming years. Greece and Cyprus are not yet in FRA and have so far implemented DCTs L3: AOM21.1, AOM21.2 Name/Code in RP2 Performance Plan: Name/Code in DP2016: Environment: + Initial Free Route implementation (atdec 2016) reduce the impact on environment with around 163 kg CO2 emissions less; an average saving of about 9.5NM and 52 kg of fuel per flight. The above would mean, that on the long term the respective airspace users can recalculate their load sheets based on straight route flight plans, consequently loading less fuel hence providing a higher permissible payload. The figures above described will bring to Airspace Users an average annual savings of: NM Tons of fuel Tons of CO2 emissions Capacity: + FR operations will grant maximum connectivity between Enroute and Terminal environment. ACC sector boundaries have been redesigned in order to match main flows of traffic. Furthermore also DFL between sectors have been vertically harmonised and standardized in order to improve vertical efficiency and remove flight planning constrains. The result of this activity produces an average capacity increase by 15% Costefficiency: Operational efficiency: Cooperation Activities: LSSIP Year 2017 Italy 50 Released Issue

63 5. Cooperation activities 5.1. FAB Coordination The BLUE MED FAB is the European central/southeastern FAB (Functional Airspace Block) initiative, whose partners are the EU Member States of Cyprus, Greece, Italy and Malta. In 2013, the Civil Aviation Authority of Israel signed a Memorandum of Understanding with the BLUE MED FAB for its involvement in the initiative. The BLUE MED FAB is currently in its Implementation Phase, when the identified operational solutions and the deployment of identified technical enablers are being implemented through a solid Implementation Programme, that is at the same time a summary and a plan of all the activities deployed or to be undertaken by the BLUE MED working groups and task forces Regional cooperation Regional cooperation initiatives Letter of Agreements (LOA) with adjacent States/ATS units ENAV has in place Letters of Agreement (LOA) with the following ACCs/APPs of ANSPs of Adjacent States: LoA Brindisi ACC Athinai ACC/Kerkira APP last update LoA Brindisi ACC Beograd ATCC last update LoA Brindisi ACC Tirana ACC last update LoA Brindisi ACC Zagreb ATCC (ACC Zagreb APP Split APP Dubrovnik) last update LoA Milano ACC Ginevra ACC last update LoA Milano ACC Marsiglia ACC last update LoA Milano ACC Zurigo ACC last update LoA Milano ACC Nizza APP last update LoA Milano ACC Bastia APP last update LoA Milano ACC Lugano APP last update LoA Padova ACC Karlsruhe ACC last update LoA Padova ACC Ljubljana ACC APP Portorož last update LoA Padova ACC Monaco ACC last update LoA Padova ACC Wien ACC Innsbruck Klagenfurt APP last update LoA Padova ACC Zagreb ATCC (ACC Zagreb APP Zadar APP Pula APP Split) last update (plus temporary deviation ) LoA Padova ACC Zurigo ACC last update LoA Roma ACC Atene ACC last update LoA Roma ACC Malta ACC last update LoA Roma ACC Marsiglia ACC last update LoA Roma ACC Tunisi ACC last update LoA Roma ACC Ajaccio APP last update LoA Roma ACC Bastia APP last update LSSIP Year 2017 Italy 51 Released Issue

64 A6 Alliance The A6 Alliance was set up informally in 2007 between the ANSPs interested in accession to SJU membership, i.e.: ENAIRE, the Spanish ANSP; DFS, the German ANSP; DSNA, the French ANSP; ENAV, the Italian ANSP; NATS, the British ANSP; NORACON, (the NORth European and Austrian CONsortium), which consists of nine members: Swedavia (Swedish airports) and eight European ANS providers: Austro Control (Austria), AVINOR (Norway), EANS (Estonia), Finavia (Finland), IAA (Ireland), ISAVIA (Iceland), LFV (Sweden) and Naviair (Denmark). After the successful cooperation for accession to SJU membership, it was decided to formalise the A6 Alliance through a Memorandum of Cooperation, which was concluded in June The aim of the cooperation and coordination between the 6 parties was to provide customer value through improving the ATM performance at a European Network Level and increasing the pace of delivering the Single European Sky. The main areas of cooperation relate to general fields of mutual interest (e.g. best practice, harmonised strategy etc.), the SESAR R&D phase and SESAR deployment phase. The governance of the A6 Alliance is ensured by a Steering Board composed of CEOs, which meets on a quarterly basis and is supported by a Strategy Board composed of senior managers. An R&D Working Group and a Deployment Working Group organise cooperation at expert level. The A6 Alliance quickly became an important player and a key stakeholder of the Single European Sky and has made significant and remarkable contributions to the SESAR JU, for example on the occasion of the ATM Master Plan Updates (editions 2012 and 2015). The A6 Alliance leads Europeanwide technical activities validated and cofunded by the EC for their consistency with the SES framework. Recently INEA awarded close to 543 million to A6 members implementation projects as part of 2014 and 2015 Connecting Europe Facility (CEF) calls within SESAR Common Projects deployment priority (currently only Pilot Common Project PCP). PANSA is now a full member of the A6 Alliance, which has also developed a close partnership with the COOPANS ANSPs, and a strong relationship with the A4 (Airlines) and the SDAG (airports) which has resulted in the setup of an industry led consortium (SESAR Deployment Alliance (SDA)). On December, 5th 2014, the European Commission tasked the SDA with the setup of the SESAR Deployment Manager, thus strengthening its legitimacy in actively contributing to SESAR deployment. This partnership between ANSPs led to the formal integration of COOPANS into the A6 Alliance for SESAR Deployment Manager activities and today, the A6 Alliance members provide significant support either in logistics or in staff to the SESAR Deployment Manager. Finally, in the context of SESAR2020, the B4 Consortium joined the A6 Alliance in 2015 and an agreement has been recently established between the A6 Alliance and Skyguide in order to authorise exchanges between their experts in the domain of R&D. LSSIP Year 2017 Italy 52 Released Issue

65 6. Implementation Objectives Progress 6.1. State View Overall Objective Implementation Progress distribution for applicable Implementation Objectives 2; 3% 0; 0% 0; 0% 1; 1% 4; 5% 4; 5% 26; 35% Planned Late No Plan 38; 51% Not Applicable Missing Data Undefined The AOM objectives related to the implementation of an airspace management tool are in their closure phase, in full civilmilitary coordination. The objectives related to Network Manager Interactions are already closed or in line with foreseen deadline. Free Route and DCTs have been successfully implemented; the implementation of automation tool in support to ATCOs is ongoing, in line with 4Flight and AMAN projects. CDM is already implemented in the main Italian airports, as well as CDOps. Also according to major airports system upgrade projects, the implementation of the airport objectives is ongoing and will be deployed by the timeframe foreseen by EC 716/2014. The migration to AMHS will be completed in the course of 2018, while full transition to VoIP is foreseen by NAV03.1 is already completed, NAV03.2 and INF07 are ongoing and will be completed in due time. With regard to ITY objectives, these are all planned according to the deadline, with the exception of ADQ that will be implemented by the end of LSSIP Year 2017 Italy 53 Released Issue

66 Objective Progress per SESAR Key Feature Note: The detailed table of links between Implementation Objectives and SESAR Key Features is available in Annex C. Legend: ## % = Expected completion / % Progress = ESSIP Timeline (different colour per KF) 100% = Objective = Completion beyond ESSIP Timeline Optimised ATM Network Services AOM13.1 AOM19.1 (PCP) AOM19.2 (PCP) AOM19.3 (PCP) FCM01 FCM03 FCM04.1 STAM Phase 1 FCM04.2 (PCP) STAM Phase 2 FCM05 (PCP) FCM06 (PCP) Harmonise Operational Air Traffic (OAT) and General Air Traffic (GAT) handling ASM Support Tools to Support AFUA ASM Management of RealTime Airspace Data Full rolling ASM/ATFCM Process and ASM Information Sharing Enhanced Tactical Flow Management Services Collaborative Flight Planning Interactive Rolling NOP Traffic Complexity Assessment < % 100% 100% 69% 27% 23% 40% 5% 25% 7% LSSIP Year 2017 Italy 54 Released Issue

67 Advanced Air Traffic Services < AOM21.1 (PCP) AOM21.2 (PCP) AOP14 ATC02.2 ATC02.8 ATC02.9 ATC07.1 Direct Routing Free Route Airspace Remote Tower Services Local objective LIRF Roma Fiumicino Airport 0% STCA EnRoute GroundBased Safety Nets Enhanced STCA for TMAs AMAN Tools and Procedures 100% 100% 100% 43% 48% LIMC Milano Malpensa Airport 25% LIRF Roma Fiumicino Airport 25% ATC12.1 Automated Support for Conflict Detection, 65% Resolution Support Information and Conformance Monitoring ATC15.1 Information Exchange with Enroute in Support 25% of AMAN ATC15.2 (PCP) Arrival Management Extended to Enroute Airspace 100% ATC16 ACAS II Compliant with TCAS II Change 7.1 Electronic Dialogue as Automated ATC17 Assistance to 40% Controller during Coordination and Transfer ATC18 Multi Sector Planning Enroute 1P2T Local objective 100% 20% ENV01 Continuous Descent Operations LIMC Milano Malpensa Airport LIML Milano Linate Airport (Outside Applicability Area) LIPZ Venezia Airport LIRF Roma Fiumicino Airport 100% 100% 100% 100% ENV03 Continuous Climb Operations Local objective ITYCOTR NAV03.1 NAV03.2 (PCP) NAV10 NAV12 LIMC Milano Malpensa Airport LIML Milano Linate Airport LIPZ Venezia Airport LIRF Roma Fiumicino Airport GroundGround Automated Coordination Processes RNAV 1 in TMA Operations RNP 1 in TMA Operations APV procedures Optimised LowLevel IFR Routes in TMA for Rotorcraft 100% 100% 100% 100% 100% 100% Local objective 25% 100% 30% LSSIP Year 2017 Italy 55 Released Issue

68 High Performing Airport Operations < AOP04.1 ASMGCS Level 1 AOP04.2 ASMGCS Level 2 AOP05 AOP10 (PCP) AOP11 (PCP) AOP12 (PCP) AOP13 (PCP) ENV02 SAF11 LIMC Milano Malpensa Airport 78% LIML Milano Linate Airport 78% LIPZ Venezia Airport 25% LIRF Roma Fiumicino Airport 78% LIMC Milano Malpensa Airport 5% LIML Milano Linate Airport 0% LIPZ Venezia Airport 0% LIRF Roma Fiumicino Airport 5% Airport CDM LIMC Milano Malpensa Airport LIME Il Caravaggio International Airport (BergamoOrio al Serio) (Outside Applicability Area) LIML Milano Linate Airport LIPZ Venezia Airport LIRF Roma Fiumicino Airport LIRN Napoli Airport (Outside Applicability Area) TimeBased Separation LIMC Milano Malpensa Airport LIRF Roma Fiumicino Airport Initial Airport Operations Plan 100% 100% 100% 100% n/a n/a 35% 0% LIMC Milano Malpensa Airport 14% LIML Milano Linate Airport 3% LIPZ Venezia Airport 15% LIRF Roma Fiumicino Airport 11% Improve Runway and Airfield Safety with ATC Clearances Monitoring LIMC Milano Malpensa Airport 50% LIRF Roma Fiumicino Airport 13% Automated Assistance to Controller for Surface Movement Planning and Routing LIMC Milano Malpensa Airport 0% LIRF Roma Fiumicino Airport 0% Collaborative Environmental Management LIMC Milano Malpensa Airport 100% LIML Milano Linate Airport 100% LIPZ Venezia Airport 100% LIRF Roma Fiumicino Airport 90% Improve Runway Safety by Preventing 85% Runway Excursions LSSIP Year 2017 Italy 56 Released Issue

69 Enabling Aviation Infrastructure < COM10 Migrate from AFTN to AMHS 81% COM11 COM12 (PCP) Voice over Internet Protocol (VoIP) NewPENS 25% 0% FCM08 (PCP) Extended Flight Plan 5% INF04 INF07 Integrated Briefing Electronic Terrain and Obstacle Data (etod) 70% 8% ITYACID Aircraft Identification 77% ITYADQ ITYAGDL ITYAGVCS2 ITYFMTP ITYSPI Ensure Quality of Aeronautical Data and Aeronautical Information Initial ATC AirGround Data Link Services 8,33 khz AirGround Voice Channel Spacing below FL195 Common Flight Message Transfer Protocol Surveillance Performance and Interoperability 100% 66% 86% 30% 65% LSSIP Year 2017 Italy 57 Released Issue

70 ICAO ASBU Implementation The following table shows, for each of the ASBU Block 0 modules, the overall status, the final date foreseen for completion and the percentage of progress achieved in the current cycle. These results were determined using the LSSIP Year 2017 declared statuses and progress of the relevant Implementation objectives in accordance with the mapping approved by ICAO EUR EANPG/59 (European Air Navigation Planning Group). Legend: = (during 2017 or before) = Missing planning date = Progress achieved in 2017 = Not applicable < B0APTA Optimization of Approach Procedures including vertical guidance 100% B0SURF Safety and Efficiency of Surface Operations (ASMGCS Level 12) 34% 100% B0FICE Increased Interoperability, Efficiency and Capacity through GroundGround Integration 80% 100% B0DATM B0ACAS Service Improvement through Digital Aeronautical Information Management ACAS Improvements 68% 100% 100% B0SNET B0ACDM B0RSEQ Increased Effectiveness of GroundBased Safety Nets Improved Airport Operations through Improved Traffic flow through Runway sequencing (AMAN/DMAN) 46% 72% 25% 100% 100% 100% B0FRTO Improved Operations through Enhanced EnRoute Trajectories 76% 100% B0NOPS B0ASUR B0CDO Improved Flow Performance through Planning based on a NetworkWide view Initial capability for ground surveillance Improved Flexibility and Efficiency in Descent Profiles (CDO) 100% 65% 100% 100% B0TBO Improved Safety and Efficiency through the initial application of Data Link En Route 86% 100% LSSIP Year 2017 Italy 58 Released Issue

71 6.2. Detailed Objectives Implementation progress Main Objectives AOM13.1 Harmonise Operational Air Traffic (OAT) and General Air Traffic (GAT) Handling 69% Initial operational capability: 01/01/2012 Full operational capability: 31/12/2018 OAT/GAT management system currently used in Italy is basically consistent with the EUROAT requirements. Additional procedures/coordination will be put in place in order to ensure national and adjacent States/FAB matching. OAT/GAT procedures will be harmonised with the following activities: National ASM Level 2 Manual (temporary suspended pending the definition of the priority criteria by the 31/12/2018 CAA/MIL) LARA tool Free Route Airspace REG (By:12/2018) OAT Regulatory Framework is an ITAF responsibility. National Not Applicable legislation in force (DPR 90/2010 dated 15/03/2010 and Civil ENAC Aviation Law Codice della Navigazione) already states the % definition and the coexistence of GAT and OAT. In addition, all regulation applicable to GAT is under European Commission and EASA responsibility National legislation in force (DPR 90/2010 dated 15/03/2010 and Civil Aviation Law Codice della Navigazione) already Mil. Authority states the definition and the coexistence of GAT and OAT. In 100% addition, all regulation applicable to GAT is under European Commission and EASA responsibility ASP (By:12/2018) The EUROAT specifications are being introduced in the normal Mil. Authority cycle of education, training and specialized formation in the 100% ATS provision to OAT field including recurrent training activity Common methods of traffic management are already ensured by close cooperation between civil and military ATCOs, using the same or compatible radar systems, tools, procedures etc. The actions under ANSP responsibility have been planned. At FAB BLUE MED level a permanent commission (CMCC Civil Military Coordination Committee) has been established in ENAV order to ensure and implement all the necessary rules and 75% procedures for GAT/OAT harmonization. 31/12/2018 OAT/GAT procedures will be harmonised with the following activities: National ASM Level 2 Manual (temporary suspended pending the definition of the priority criteria by the CAA/MIL) LARA tool Free Route Airspace MIL (By:12/2018) Mil. Authority ITAF is planning the implementation by 12/ % 31/12/2018 LSSIP Year 2017 Italy 59 Released Issue

72 AOM19.1 ASM Support Tools to Support Advanced FUA (AFUA) Initial operational capability: 01/01/ % Full operational capability: 31/12/2018 ENAV target, according also to what requested by the EUROCONTROL Advanced FUA 2017 CONOPS document, is: to follow a performance driven "modus operandi" based on the management of Airspace Configurations established with a collaborative civilmilitary airspace planning at the European Network level through an integrated ASM/ATFCM process and an extended planning phase into the day of operations; 31/12/2018 to develop procedures and supporting tools useful to implement more dynamic and flexible elements in line with what requested by SESAR. Italian Air Force and ENAV cooperate to implement an advanced airspace management by the planned timeframe. ASP (By:12/2018) ENAV ENAV target, according also to what requested by the EUROCONTROL Advanced FUA 2017 CONOPS document, is: to follow a performance driven "modus operandi" based on the management of Airspace Configurations established with a collaborative civilmilitary airspace planning at the European Network level through an integrated ASM/ATFCM process and an extended planning phase into the day of operations; to develop procedures and supporting tools useful to implement more dynamic and flexible elements in line with what requested by SESAR. The deployment status and planning of this implementation objective as related to the Pilot Common Project is redundant because it is also provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View. ASM Tool Implementati on 27% 31/12/2018 LSSIP Year 2017 Italy 60 Released Issue

73 AOM19.2 ASM Management of RealTime Airspace Data Initial operational capability: 01/01/ % Full operational capability: 31/12/2021 ENAV to optimised ATM Network Services will implement enhanced Airspace Management (ASM) by automated, real time, continuous exchange services of ASM data during the tactical phase. ASM information (Airspace Reservation status) is shared between ASM systems, civil and military ATS units/systems and communicated to NM. These data are collected, saved and processed in order to be 31/12/2021 exchanged between ASM stakeholders and be made available to ATM actors; while some airspace users are not directly involved in ASM process, they will be notified by the NM ASP (By:12/2021) ENAV ENAV to optimised ATM Network Services will implement enhanced Airspace Management (ASM) by automated, real time, continuous exchange services of ASM data during the tactical phase. ASM information (Airspace Reservation status) is shared between ASM systems, civil and military ATS units/systems and communicated to NM. These data are collected, saved and processed in order to be exchanged between ASM stakeholders and be made available to ATM actors; while some airspace users are not directly involved in ASM process, they will be notified by the NM. The deployment status and planning of this implementation objective as related to the Pilot Common Project is redundant because it is also provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View. ASM Tool Implementati on 23% 31/12/2021 AOM19.3 Full Rolling ASM/ATFCM Process and ASM Information Sharing Initial operational capability: 01/01/ % Full operational capability: 31/12/2021 The full rolling ASM/ATFCM process shall ensure a continuous, seamless and reiterative airspace planning and allocation based on airspace requests at any time period within strategic (level 1), pre tactical (level 2) and tactical (level 3) ASM levels; the process will also support the deployment of Airspace 31/12/2021 Configurations. It will result in the enhancement of the daily Network Operations Plan (NOP) allowing airspace users to better benefit from changes in airspace structures in real time ASP (By:12/2021) ENAV Systems, procedures and process will be improved and implemented to support a full rolling ASM/ATFCM process. The deployment status and planning of this implementation objective as related to the Pilot Common Project is redundant because it is also provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View. ASM Tool Implementati on 40% 31/12/2021 LSSIP Year 2017 Italy 61 Released Issue

74 AOM21.1 Direct Routing Initial Operational Capability: 01/01/ % Full Operational Capability: 31/12/2017 Direct Routing Network FL315+ has been fully implemented on January 08th 2015 according to AIRAC 12/2014. In accordance with European Route Network Improvement Plan (ERNIP) and Blue Med (Mediterranean FAB) Free Route initiative, a system of the Night/Weekend DCTs within Italian ACCs has been introduced with the aim to improve capacity and effectiveness and decrease environmental impact of flight operations while maintaining the required level of safety. The implementation of Night/Weekend DCTs has been defined as an intermediate step of gradual implementation of full Free Route Airspace Concept. Each DCT guarantee a reduction in distances travelled and consequent reduction of fuel consumptions and decrease of CO2 emissions compared to standard ATS network. Direct Routing Network are available from FL315 and above MONFRI UTC (summertime period UTC) and Weekend H24. Following measures have been introduced jointly to the introduction of new DCTs: a) harmonization of activation/suspension periods of RAD/PTR (Profile Tuning Restrictions)/Nightroute/NightDCT. b) Night routes extension of availability c) New Night/Weekend DCTs d) New RPTs to link DCTs with existing network e) New RPTs to be used only as COP between ACCs On 8th December 2016, upper vertical limit of all DCTs have been lowered to FL335, according to Free Route Airspace implementation FL335 and above. ASP (By:12/2017) ENAV Direct Routing Network FL315+ has been fully implemented on January 08th 2015 according to AIRAC 12/2014. In accordance with European Route Network Improvement Plan (ERNIP) and Blue Med (Mediterranean FAB) Free Route initiative, a system of the Night/Weekend DCTs within Italian ACCs has been introduced with the aim to improve capacity and effectiveness and decrease environmental impact of flight operations while maintaining the required level of safety. The implementation of Night/Weekend DCTs has been defined as an intermediate step of gradual implementation of full Free Route Airspace Concept. Each DCT guarantee a reduction in distances travelled and consequent reduction of fuel consumptions and decrease of CO2 emissions compared to standard ATS network. Direct Routing Network are available from FL315 and above MONFRI UTC (summertime period UTC) and Weekend H24. Following measures have been introduced jointly to the introduction of new DCTs: a) harmonization of activation/suspension periods of RAD/PTR (Profile Tuning Restrictions)/Nightroute/NightDCT. b) Night routes extension of availability c) New Night/Weekend DCTs d) New RPTs to link DCTs with existing network e) New RPTs to be used only as COP between ACCs On 8th December, 2016 upper vertical limit of all DCTs have been lowered to FL335, according to Free Route Airspace implementation FL335 and above. The deployment status and planning of this implementation objective as related to the Pilot Common Project is redundant because it is also provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View. Free Route Airspace Implementati on / Free Route Airspace Implementati on 100% LSSIP Year 2017 Italy 62 Released Issue

75 Free Route Airspace AOM % Initial operational capability: 01/01/2015 Full operational capability: 31/12/2021 Italy has developed a Free Route Airspace implementation program; it includes several steps The first step was implemented at the end of 2013 (AIRAC 1113 e.d. 12DEC2013) based mainly on the creation of DCT segments across Italian ACC from FL365 available during night/holiday/weekend. In addition, the period of availability of most of the existing NGT Routes has been extended to WE. After this step a number of NGT/WE DCTs have been transformed in NGT/WE segments of new/existing ATS routes in the occasion of other changes. The second step has been implemented at the beginning of 2015 (AIRAC 1214 e.d. 08JAN2015); during this phase, the same operational scenario envisaged in step one has been lowered to FL 315. Third step consists of implementation of full Free Route Airspace; such step is going to be implemented in two phases according following roadmap: the 8th of December, 2016 ENAV implemented the Free Route Concept in the Italian airspace above FL 335 (instead of FL365, initially planned). As a final step, Free Route Airspace will be implemented above FL305, on 24th May 2018, fully compliant with the EU regulation 716/2014. ASP (By:12/2021) ENAV Italy has developed a Free Route Airspace implementation program; it includes several steps The first step was implemented at the end of 2013 (AIRAC 1113 e.d. 12DEC2013) based mainly on the creation of DCT segments across Italian ACC from FL365 available during night/holiday/weekend. In addition, the period of availability of most of the existing NGT Routes has been extended to WE. After this step a number of NGT/WE DCTs have been transformed in NGT/WE segments of new/existing ATS routes in the occasion of other changes. The second step has been implemented at the beginning of 2015 (AIRAC 1214 e.d. 08JAN2015); during this phase, the same operational scenario envisaged in step one has been lowered to FL 315. Third step consists of implementation of full Free Route Airspace; such step is going to be implemented in two phases according following roadmap: the 8th of December, 2016 ENAV implemented the Free Route Concept in the Italian airspace above FL 335 (instead of FL365, initially planned). As a final step, Free Route Airspace will be implemented above FL305, on 24th May 2018, fully compliant with the EU regulation 716/2014. The deployment status and planning of this implementation objective as related to the Pilot Common Project is redundant because it is also provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View. Free Route Airspace Implementati on / Free Route Airspace Implementati on 100% LSSIP Year 2017 Italy 63 Released Issue

76 AOP04.1 Advanced Surface Movement Guidance and Control System ASMGCS Surveillance (former Level 1) 78% Initial operational capability: 01/01/2007 Full operational capability: 31/12/2011 LIMC Milano Malpensa Airport ENAV has installed the required surveillance equipment. SEA has plans to install Mode S transponders 31/12/2018 REG (By:12/2010) ENAC ENAC has activated a dedicated working group 100% ASP (By:12/2011) ASMGCS ENAV ENAV has installed the required surveillance equipment. Level 1 & 2 and safety nets 100% integration / Airport System Upgrade APO (By:12/2010) SEA Aeroporti di Milano SEA has planned to install Mode S transponder on ground vehicles 40% 31/12/2018 AOP04.1 Advanced Surface Movement Guidance and Control System ASMGCS Surveillance (former Level 1) 78% Initial operational capability: 01/01/2007 Full operational capability: 31/12/2011 LIML Milano Linate Airport ENAV has installed the required surveillance equipment, SEA plans to install Mode S transponder 31/12/2018 REG (By:12/2010) ENAC ENAC has activated a dedicated working group 100% ASP (By:12/2011) ASMGCS ENAV ENAV has installed the required surveillance equipment Level 1 & 2 and safety nets 100% integration / Airport System Upgrade APO (By:12/2010) SEA Aeroporti di Milano SEA has planned to install Mode S transponder on ground vehicles 40% 31/12/2018 LSSIP Year 2017 Italy 64 Released Issue

77 AOP04.1 Advanced Surface Movement Guidance and Control System ASMGCS Surveillance (former Level 1) 25% Initial operational capability: 01/01/2007 Full operational capability: 31/12/2011 LIPZ Venezia Airport ENAV will install the required surveillance equipment and will implement the ASMGCS operational procedures in accordance with Reg. EU 716/2014. SAVE will install the required surveillance equipment 31/12/2020 REG (By:12/2010) ENAC ENAC has activated a dedicated working group 100% ASP (By:12/2011) ENAV ENAV will install the required surveillance equipment and will implement the ASMGCS operational procedures in accordance with Reg. EU 716/2014 APO (By:12/2010) SAVE has planned the implementation of the required surveillance by 2020 as a consequence of major works on the SAVE S.p.A. runway which will enable, through a technological improvement, to access the multilateration system ASMGCS Level 1 & 2 and safety nets integration / Airport System Upgrade 0% 0% 31/12/ /12/2020 AOP04.1 Advanced Surface Movement Guidance and Control System ASMGCS Surveillance (former Level 1) 78% Initial operational capability: 01/01/2007 Full operational capability: 31/12/2011 LIRF Roma Fiumicino Airport ENAV has installed the required surveillance equipment. Aeroporti di Roma will complete the vehicles equipment 31/12/2019 REG (By:12/2010) ENAC ENAC has activated a dedicated working group 100% ASP (By:12/2011) ASMGCS ENAV ENAV has installed the required surveillance equipment Level 1 & 2 and safety nets 100% integration / Airport System Upgrade APO (By:12/2010) Aeroporti di Roma SpA Aeroporti di Roma has installed ADSB base station and vehicle transponders. First set (10 vehicles) is fully operational. 30 additional ADSB transponders will be procured. 40% 31/12/2019 LSSIP Year 2017 Italy 65 Released Issue

78 AOP04.2 Advanced Surface Movement Guidance and Control System (A SMGCS) Runway Monitoring and Conflict Alerting (RMCA) (former Level 2) 5% Initial operational capability: 01/01/2007 Full operational capability: 31/12/2017 LIMC Milano Malpensa Airport ASMGCS Level 2 will be implemented within PCP regulatory framework 31/12/2020 ASP (By:12/2017) ENAV will implement ASMGCS Runway Monitoring and Conflict Alerting (RMCA) in accordance to Reg. EU 716/2014. ENAV The deployment status and planning of this implementation objective as related to the Pilot Common Project is redundant because it is also provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View. APO (By:12/2017) SEA Aeroporti di Milano SEA has implemented the Runway Incursion Prevention Control Alerting System and is waiting for related technical specification ASMGCS Level 1 & 2 and safety nets integration 7% 0% 31/07/2019 Planned 31/12/2020 AOP04.2 Advanced Surface Movement Guidance and Control System (A SMGCS) Runway Monitoring and Conflict Alerting (RMCA) (former Level 2) 0% Initial operational capability: 01/01/2007 Full operational capability: 31/12/2017 LIML Milano Linate Airport ENAV has plans to implement ASMGCS Level 2 at Milano Linate airport 31/12/2020 ASP (By:12/2017) ENAV ENAV has plans to implement ASMGCS Level 2 at Milano Linate airport APO (By:12/2017) SEA SEA has implemented the Runway Incursion Prevention Aeroporti di Control Alerting System and is waiting for related technical Milano specification ASMGCS Level 1 & 2 and safety nets integration 0% 0% Planned 31/12/2019 Planned 31/12/2020 LSSIP Year 2017 Italy 66 Released Issue

79 AOP04.2 Advanced Surface Movement Guidance and Control System (A SMGCS) Runway Monitoring and Conflict Alerting (RMCA) (former Level 2) 0% No Plan Initial operational capability: 01/01/2007 Full operational capability: 31/12/2017 LIPZ Venezia Airport ENAV has no plans to implement ASMGCS Level 2 at Venezia airport for the moment. SAVE will equip the airport with the appropriate runway/taxiway lights systems ASP (By:12/2017) ENAV ENAV has no plans to implement ASMGCS Level 2 at Venezia airport for the moment APO (By:12/2017) SAVE has put in place the SMGCS monitoring system requested by Annex 14 Icao, Chapter 8 Aerodrome Design Manual part 5, Chapter 3. Implementation will follow ENAC specifications on SMGCS. SAVE S.p.A. Furthermore, major runways works from 2019 through 2020 will provide the airport with the appropriate runway/taxiway lights systems already agreed with the appointed ENAV reports, thus being ready for ASMGCS Level 2 when ENAV will plan the implementation. ASMGCS Level 1 & 2 and safety nets integration 0% 0% No Plan Planned 31/12/2020 AOP04.2 Advanced Surface Movement Guidance and Control System (A SMGCS) Runway Monitoring and Conflict Alerting (RMCA) (former Level 2) 5% Initial operational capability: 01/01/2007 Full operational capability: 31/12/2017 LIRF Roma Fiumicino Airport ASMGCS Level 2 will be implemented within PCP regulatory framework. Aeroporti di Roma will install the ASMGCS control function equipment relevant to the Airport Operator responsibilities 31/12/2020 ASP (By:12/2017) ENAV will implement ASMGCS Runway Monitoring and Conflict Alerting (RMCA) in accordance to Reg. EU 716/2014. ENAV The deployment status and planning of this implementation objective as related to the Pilot Common Project is redundant because it is also provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View. APO (By:12/2017) Aeroporti di Roma SpA Aeroporti di Roma will install the ASMGCS control function equipment relevant to the Airport Operator responsibilities ASMGCS Level 1 & 2 and safety nets integration 3% 10% 31/12/ /12/2019 LSSIP Year 2017 Italy 67 Released Issue

80 AOP05 Airport Collaborative Decision Making (ACDM) Initial operational capability: 01/01/ % Full operational capability: 31/12/2016 LIMC Milano Malpensa Airport Airport management system services are implemented, provided by ANSP and AO in a coordinated way, each for its own remit. The full CDM implementation has been finalised ASP (By:12/2016) Airport management system services are implemented, provided by ANSP and AO in a coordinated way, each for its own remit. ENAV The deployment status and planning of this implementation objective as related to the Pilot Common Project is redundant because it is also provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View. APO (By:12/2016) SEA Aeroporti di Milano Today airport management system services are implemented, provided by ANSP and AO in a coordinated way within one's remit 100% 100% Airport Collaborative Decision Making (ACDM) AOP05 not applicable LIME Il Caravaggio International Airport (BergamoOrio al Serio) (Outside Applicability Area) All actions have been planned and will be implemented in due timeframe, according to the overall national CDM implementation plan ASP (By:12/2016) APO (By:12/2016) % 31/12/2020 AOP05 Airport Collaborative Decision Making (ACDM) Initial operational capability: 01/01/ % Full operational capability: 31/12/2016 LIML Milano Linate Airport Airport management system services are implemented, provided by ANSP and AO in a coordinated way, each for its own remit. The full CDM implementation has been finalised ASP (By:12/2016) Airport management system services are implemented, ENAV provided by ANSP and AO in a coordinated way, each for its 100% own remit APO (By:12/2016) SEA Aeroporti di Milano Today airport management system services are implemented, provided by ANSP and AO in a coordinated way within one's remit 100% LSSIP Year 2017 Italy 68 Released Issue

81 AOP05 Airport Collaborative Decision Making (ACDM) Initial operational capability: 01/01/ % Full operational capability: 31/12/2016 LIPZ Venezia Airport Airport management system services are implemented, provided by ANSP and AO in a coordinated way, each for its own remit. The full CDM implementation has been finalised ASP (By:12/2016) Airport management system services are implemented, ENAV provided by ANSP and AO in a coordinated way, each for its 100% own remit. APO (By:12/2016) Airport management system services are implemented, SAVE S.p.A. provided by ANSP and AO in a coordinated way, each for its 100% own remit AOP05 Airport Collaborative Decision Making (ACDM) Initial operational capability: 01/01/ % Full operational capability: 31/12/2016 LIRF Roma Fiumicino Airport Airport management system services are implemented, provided by ANSP and AO in a coordinated way, each for its own remit.. The full CDM implementation is finalised ASP (By:12/2016) Airport management system services are implemented, provided by ANSP and AO in a coordinated way, each for its own remit. ENAV The deployment status and planning of this implementation objective as related to the Pilot Common Project is redundant because it is also provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View. APO (By:12/2016) Aeroporti di Roma SpA Today airport management system services are implemented, provided by ANSP and AO in a coordinated way within one's remit. Aeroporti di Roma has completed all the activities necessary for ACDM in adverse condition implementation 100% 100% AOP05 Airport Collaborative Decision Making (ACDM) 35% not applicable LIRN Napoli Airport (Outside Applicability Area) All actions have been planned and will be implemented in due timeframe 31/12/2019 ASP (By:12/2016) ENAV All actions have been planned and will be implemented in due 3% timeframe 31/12/2019 APO (By:12/2016) GESAC All actions have been planned and will be implemented in due timeframe in full coordination with ENAV 67% 31/12/2019 LSSIP Year 2017 Italy 69 Released Issue

82 AOP10 TimeBased Separation Initial operational capability: 01/01/2015 Full operational capability: 31/12/2023 % LIMC Milano Malpensa Airport ENAV has no plans to implement Time Based Separation at Milano Malpensa airport due to a cost benefit analysis report that highlights an excessive cost related to its implementation considering the lack of effective operational benefits due to local weather conditions (prevalent winds study). REG (By:12/2023) ENAC Regulator's actions will be eventually undertaken after ENAV "go/no go" decision on TBS implementation % ASP (By:12/2023) ENAV has no plans to implement Time Based Separation at Milano Malpensa airport due to a cost benefit analysis report that highlights an excessive cost related to its implementation considering the lack of effective operational benefits due to ENAV local weather conditions (prevalent winds study). % The deployment status and planning of this implementation objective as related to the Pilot Common Project is redundant because it is also provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View. Not Applicable Not Applicable Not Applicable AOP10 TimeBased Separation Initial operational capability: 01/01/2015 Full operational capability: 31/12/2023 % LIRF Roma Fiumicino Airport ENAV, at the moment, has no plans to implement Time Based Separation at Roma Fiumicino Airport due to a preliminary cost benefit analysis report that highlights an excessive cost related to its implementation considering the lack of effective operational benefits due to local weather conditions (prevalent winds study). REG (By:12/2023) ENAC Regulator's actions will be eventually undertaken after ENAV "go/no go" decision on TBS implementation % ASP (By:12/2023) ENAV, at the moment, has no plans to implement Time Based Separation at Roma Fiumicino Airport due to a preliminary cost benefit analysis report that highlights an excessive cost related to its implementation considering the lack of effective operational benefits due to local weather conditions ENAV (prevalent winds study). % The deployment status and planning of this implementation objective as related to the Pilot Common Project is redundant because it is also provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View. Not Applicable Not Applicable Not Applicable LSSIP Year 2017 Italy 70 Released Issue

83 AOP11 Initial Airport Operations Plan Initial Operational Capability: 01/01/ % Full Operational Capability: 31/12/2021 LIMC Milano Malpensa Airport Initial Airport Operations Plan will be put in place according to PCP regulatory framework 31/12/2020 ASP (By:12/2021) The required data will be provided according to local agreement. ENAV The deployment status and planning of this implementation objective as related to the Pilot Common Project is redundant because it is also provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View. APO (By:12/2021) SEA Aeroporti di Milano Initial Airport Operations Plan will be put in place according to PCP regulatory framework 10% 15% 31/12/ /12/2020 AOP11 Initial Airport Operations Plan Initial Operational Capability: 01/01/2015 3% Full Operational Capability: 31/12/2021 LIML Milano Linate Airport Initial Airport Operations Plan will be put in place according to PCP regulatory framework 31/12/2021 ASP (By:12/2021) ENAV The required data will be provided according to local Planned 0% agreement 31/12/2021 APO (By:12/2021) SEA Aeroporti di Milano Initial Airport Operations Plan will be put in place according to PCP regulatory framework 3% 31/12/2021 AOP11 Initial Airport Operations Plan Initial Operational Capability: 01/01/ % Full Operational Capability: 31/12/2021 LIPZ Venezia Airport Initial Airport Operations Plan will be put in place according to PCP regulatory framework. 31/12/2021 ASP (By:12/2021) ENAV The required data will be provided according to local 50% agreement 31/12/2021 APO (By:12/2021) SAVE S.p.A. Initial Airport Operations Plan will be put in place according to PCP regulatory framework 3% 31/12/2021 LSSIP Year 2017 Italy 71 Released Issue

84 AOP11 Initial Airport Operations Plan Initial Operational Capability: 01/01/ % Full Operational Capability: 31/12/2021 LIRF Roma Fiumicino Airport Initial Airport Operations Plan will be put in place according to PCP regulatory framework 31/12/2020 ASP (By:12/2021) The required data will be provided according to local agreement. ENAV The deployment status and planning of this implementation 10% objective as related to the Pilot Common Project is redundant because it is also provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View. APO (By:12/2021) Aeroporti di Roma SpA Initial Airport Operations Plan project is ongoing 12% 31/12/ /12/2020 Improve Runway and Airfield Safety with Conflicting ATC Clearances (CATC) Detection and Conformance Monitoring Alerts for Controllers (CMAC) AOP12 Initial operational capability: 01/01/2015 Full operational capability: 31/12/2020 LIMC Milano Malpensa Airport Airport safety nets related to ASMGCS Level 2 will be implemented according to PCP regulatory framework ASP (By:12/2020) ENAV has plans to implement Conflicting ATC Clearences (CATC) but there's no plan yet for Conformance Monitoring Alerts for Controllers (CMAC). ENAV The deployment status and planning of this implementation objective as related to the Pilot Common Project is redundant because it is also provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View. APO (By:12/2020) SEA Aeroporti di Milano ASMGCS Level 1 & 2 and safety nets integration Monitoring of clearances and phraseology is already in place 100% 50% 33% 31/12/ /12/2019 LSSIP Year 2017 Italy 72 Released Issue

85 Improve Runway and Airfield Safety with Conflicting ATC Clearances (CATC) Detection and Conformance Monitoring Alerts for Controllers (CMAC) AOP12 Initial operational capability: 01/01/2015 Full operational capability: 31/12/2020 LIRF Roma Fiumicino Airport Airport safety nets related to ASMGCS Level 2 will be implemented according to PCP regulatory framework ASP (By:12/2020) ENAV has plans to implement Conflicting ATC Clearences (CATC) but there's no plan yet for Conformance Monitoring Alerts for Controllers (CMAC). ENAV The deployment status and planning of this implementation objective as related to the Pilot Common Project is redundant because it is also provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View. APO (By:12/2020) Aeroporti di Roma SpA ASMGCS Level 1 & 2 and safety nets integration Staff will be trained according to ENAV implementation plan 10% 13% 13% 31/12/2023 Planned 31/12/ /12/2020 AOP13 Automated Assistance to Controller for Surface Movement Planning and Routing 0% No Plan Initial operational capability: 01/01/2016 Full operational capability: 31/12/2023 LIMC Milano Malpensa Airport ENAV has no plan yet for this functionality. Regulator's actions will be eventually undertaken after ENAV implementation actions REG (By:12/2023) ENAC Regulator's actions will be eventually undertaken after ENAV No Plan 0% implementation actions ASP (By:12/2023) ENAV has no plan yet for this functionality. No Plan ENAV The deployment status and planning of this implementation objective as related to the Pilot Common Project is redundant because it is also provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View. 0% LSSIP Year 2017 Italy 73 Released Issue

86 AOP13 Automated Assistance to Controller for Surface Movement Planning and Routing 0% No Plan Initial operational capability: 01/01/2016 Full operational capability: 31/12/2023 LIRF Roma Fiumicino Airport ENAV has no plan yet for this functionality. Regulator's actions will be eventually undertaken after ENAV implementation actions REG (By:12/2023) ENAC Regulator's actions will be eventually undertaken after ENAV No Plan 0% implementation actions ASP (By:12/2023) ENAV has no plan yet for this functionality. No Plan ENAV The deployment status and planning of this implementation objective as related to the Pilot Common Project is redundant because it is also provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View. 0% ATC02.8 GroundBased Safety Nets Initial operational capability: 01/01/ % Full operational capability: 31/12/2016 The implementation of APW is in operation with the implementation of DAIW from 08/12/2016. The training was carried out according to ASP01 implementation. The implementation of MSAW and APM Level 2 is foreseen in the frame of 4Flight Programme by 2021, in line with Deployment Programme 31/12/2021 schedule. For the military, ITAF has planned to implement APW, MSAW and APM functions ASP (By:12/2016) The implementation of APW is in operation with the implementation of DAIW from 08/12/2016. The training was ENAV carried out according to ASP01 implementation. 4Flight 40% The implementation of MSAW and APM Level 2 is foreseen in 31/12/2021 the frame of 4Flight Programme by 2021, in line with Deployment Programme schedule. Mil. Authority ITAF has planned to implement APW, MSAW and APM functions 45% Late 31/12/2018 ATC02.9 Enhanced Short Term Conflict Alert (STCA) for TMAs Initial operational capability: 01/01/ % Full operational capability: 31/12/2020 According to Eurocontrol Guidelines for Short Term Conflict Alert, the system shall be enhanced by safety nets which shall be subject to agreed common performance characteristics. ENAV has implemented safety 31/12/2020 nets like improving alerting performance and reports by the ATCOs ASP (By:12/2020) According to Eurocontrol Guidelines for Short Term Conflict Alert, the system shall be enhanced by safety nets which shall ENAV be subject to agreed common performance characteristics. 48% ENAV has implemented safety nets like improving alerting 31/12/2020 performance and reports by the ATCOs. LSSIP Year 2017 Italy 74 Released Issue

87 ATC07.1 AMAN Tools and Procedures Initial operational capability: 01/01/ % Full operational capability: 31/12/2019 LIMC Milano Malpensa Airport ENAV is going to implement AMAN concept, investing in a solution able to offer the functionalities of the Basic AMAN combined with the feasibility to extend the operational horizon of the tool from the TMA to 31/12/2019 the Enroute scenario (Extended AMAN), according to PCP Regulation system requirements. ASP (By:12/2019) ENAV ENAV is going to implement AMAN concept, investing in a solution able to offer the functionalities of the Basic AMAN combined with the feasibility to extend the operational horizon of the tool from the TMA to the Enroute scenario (Extended AMAN), according to PCP Regulation system requirements. The deployment status and planning of this implementation objective as related to the Pilot Common Project is redundant because it is also provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View. AMAN Extended Horizon 25% 31/12/2019 ATC07.1 AMAN Tools and Procedures Initial operational capability: 01/01/ % Full operational capability: 31/12/2019 LIRF Roma Fiumicino Airport ENAV is going to implement AMAN concept, investing in a solution able to offer the functionalities of the Basic AMAN combined with the feasibility to extend the operational horizon of the tool from the TMA to 31/12/2019 the Enroute scenario (Extended AMAN), according to PCP Regulation system requirements ASP (By:12/2019) ENAV ENAV is going to implement AMAN concept, investing in a solution able to offer the functionalities of the Basic AMAN combined with the feasibility to extend the operational horizon of the tool from the TMA to the Enroute scenario (Extended AMAN), according to PCP Regulation system requirements. The deployment status and planning of this implementation objective as related to the Pilot Common Project is redundant because it is also provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View. AMAN Extended Horizon 25% 31/12/2019 LSSIP Year 2017 Italy 75 Released Issue

88 ATC12.1 Automated Support for Conflict Detection, Resolution Support Information and Conformance Monitoring 65% Initial operational capability: 01/01/2015 Full operational capability: 31/12/2021 Implementation of conflict detection, resolution support information and conformance monitoring will be partially operating on current ATC System and fully operating on the new ATC system 4Flight 31/12/2021 ASP (By:12/2021) Implementation of conflict detection, resolution support information and conformance monitoring will be partially operating on current ATC System and fully operating on the new ATC system 4Flight. ENAV The deployment status and planning of this implementation objective as related to the Pilot Common Project is redundant because it is also provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View. 4Flight 65% 31/12/2021 ATC15.1 Information Exchange with Enroute in Support of AMAN Initial operational capability: 01/01/ % Full operational capability: 31/12/2017 ENAV is going to implement AMAN concept, investing in a solution able to offer the functionalities of the Basic AMAN combined with the feasibility to extend the operational horizon of the tool from the TMA to 31/12/2019 the Enroute scenario, according to PCP EU Regulation 716/2014 timing and system requirements ASP (By:12/2017) ENAV ENAV is going to implement AMAN concept, investing in a solution able to offer the functionalities of the Basic AMAN combined with the feasibility to extend the operational horizon of the tool from the TMA to the Enroute scenario, according to PCP EU Regulation 716/2014 timing and system requirements. The deployment status and planning of this implementation objective as related to the Pilot Common Project is redundant because it is also provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View. AMAN Extended Horizon 25% 31/12/2019 LSSIP Year 2017 Italy 76 Released Issue

89 ATC15.2 Arrival Management Extended to Enroute Airspace Initial operational capability: 01/01/ % Full operational capability: 31/12/2023 ENAV is going to implement AMAN concept, investing in a solution able to offer the functionalities of the Basic AMAN combined with the feasibility to extend the operational horizon of the tool from the TMA to 31/12/2019 the Enroute scenario, according to PCP EU Regulation 716/2014 timing and system requirements ASP (By:12/2023) ENAV ENAV is going to implement AMAN concept, investing in a solution able to offer the functionalities of the Basic AMAN combined with the feasibility to extend the operational horizon of the tool from the TMA to the Enroute scenario, according to PCP EU Regulation 716/2014 timing and system requirements. The deployment status and planning of this implementation objective as related to the Pilot Common Project is redundant because it is also provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View. AMAN Extended Horizon 20% 31/12/2019 ATC17 Electronic Dialogue as Automated Assistance to Controller during Coordination and Transfer 40% Initial operational capability: 01/01/2013 Full operational capability: 31/12/2018 ENAV will upgrade and put into service the ATC system to support electronic dialogue procedures in transfer of communication process as well as coordination process by 12/ /12/2018 ASP (By:12/2018) ENAV will upgrade and put into service the ATC system to ENAV support electronic dialogue procedures in transfer of 40% communication process as well as coordination process by 31/12/ /2018. COM10 Migrate from AFTN to AMHS Initial operational capability: 01/12/ % Late Full operational capability: 31/12/2018 Migration to AMHS is planned to be completed by 12/ /12/2018 ASP (By:12/2018) ENAV Migration to AMHS is planned to be completed by 12/ % Late 31/12/2018 LSSIP Year 2017 Italy 77 Released Issue

90 COM11 Voice over Internet Protocol (VoIP) Initial operational capability: 01/01/ % Full operational capability: 31/12/2020 ENAV objective is to migrate its ATM voice services to VoIP by 12/2021 for intercenter telephony and for the links to the ground radio stations according to Deployment Programme timeframe 31/12/2021 ITAF is planning the migration. ASP (By:12/2020) ENAV objective is to migrate its ATM voice services to VoIP by 12/2021 for intercenter telephony and for the links to the ground radio stations according to Deployment Programme timeframe. ENAV The deployment status and planning of this implementation objective as related to the Pilot Common Project is redundant because it is also provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View. VCS ACC VoIP 30% Mil. Authority ITAF is planning the migration 10% 31/12/ /12/2020 COM12 New PanEuropean Network Service (NewPENS) Initial operational capability: 01/01/2018 0% Planned Full operational capability (33 ANSPs): 31/12/2020 ENAV and AdR are planning the migration to New PENS, even if the tender procedure for the provision of New PENS infrastructure is not yet finalised 31/12/2020 ASP (By:12/2024) ENAV is planning the migration to New PENS, even if the Planned tender procedure for the provision of New PENS infrastructure is not yet finalised. ENAV The deployment status and planning of this implementation 0% objective as related to the Pilot Common Project is redundant because it is also provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View. APO (By:12/2024) Aeroporti di Roma SpA ADR is planning the migration in due time 0% 31/12/2020 Planned 31/12/2020 LSSIP Year 2017 Italy 78 Released Issue

91 Continuous Descent Operations (CDO) ENV01 100% Initial operational capability: 01/07/2007 Full operational capability: 31/12/2013 LIMC Milano Malpensa Airport In 2012 AIC A6 has been published in AIP Italia providing airspace users with information about implementation of CDO techniques by ENAV in terminal airspaces under its jurisdiction. CDO are tactically implemented under radar vectoring, and almost all STARs published by ENAV can potentially be flown according to CDOs, because STARs have mainly "at or above" altitude restrictions not forcing the aircraft to fly steady segments or to cross fixes at specified altitudes. In addition to the rules and procedures already established in AIC 06/2012, earmarked procedures for CDO will be gradually phased in. In a first implementation stage they will be performed mainly nighttime, but also daytime according to traffic situation. ASP (By:12/2013) In 2012 AIC A6 has been published in AIP Italia providing airspace users with information about implementation of CDO techniques by ENAV in terminal airspaces under its jurisdiction. CDO are tactically implemented under radar vectoring, and almost all STARs published by ENAV can potentially be flown according to CDOs, because STARs have mainly "at or above" ENAV 100% altitude restrictions not forcing the aircraft to fly steady segments or to cross fixes at specified altitudes. In addition to the rules and procedures already established in AIC 06/2012, earmarked procedures for CDO will be gradually phased in. In a first implementation stage they will be performed mainly nighttime, but also daytime according to traffic situation. APO (By:12/2013) SEA Aeroporti di SEA supports CDOps in full cooperation with ENAV 100% Milano LSSIP Year 2017 Italy 79 Released Issue

92 ENV01 Continuous Descent Operations (CDO) 100% not applicable LIML Milano Linate Airport (Outside Applicability Area) In 2012 AIC A6 has been published in AIP Italia providing airspace users with information about implementation of CDO techniques by ENAV in terminal airspaces under its jurisdiction. CDO are tactically implemented under radar vectoring, and almost all STARs published by ENAV can potentially be flown according to CDOs, because STARs have mainly "at or above" altitude restrictions not forcing the aircraft to fly steady segments or to cross fixes at specified altitudes. In addition to the rules and procedures already established in AIC 06/2012, earmarked procedures for CDO will be gradually phased in. In a first implementation stage they will be performed mainly nighttime, but also daytime according to traffic situation. ASP (By:12/2013) In 2012 AIC A6 has been published in AIP Italia providing airspace users with information about implementation of CDO techniques by ENAV in terminal airspaces under its jurisdiction. CDO are tactically implemented under radar vectoring, and almost all STARs published by ENAV can potentially be flown ENAV according to CDOs, because STARs have mainly "at or above" 100% altitude restrictions not forcing the aircraft to fly steady segments or to cross fixes at specified altitudes. In addition to the rules and procedures already established in AIC 06/2012, earmarked procedures for CDO will be gradually phased in. In a first implementation stage they will be performed mainly nighttime, but also daytime according to traffic situation. APO (By:12/2013) SEA Aeroporti di SEA supports CDOps in full cooperation with ENAV 100% Milano LSSIP Year 2017 Italy 80 Released Issue

93 Continuous Descent Operations (CDO) ENV01 100% Initial operational capability: 01/07/2007 Full operational capability: 31/12/2013 LIPZ Venezia Airport In 2012 AIC A6 has been published in AIP Italia providing airspace users with information about implementation of CDO techniques by ENAV in terminal airspaces under its jurisdiction. CDO are tactically implemented under radar vectoring, and almost all STARs published by ENAV can potentially be flown according to CDOs, because STARs have mainly "at or above" altitude restrictions not forcing the aircraft to fly steady segments or to cross fixes at specified altitudes. In addition to the rules and procedures already established in AIC 06/2012, earmarked procedures for CDO will be gradually phased in. In a first implementation stage they will be performed mainly nighttime, but also daytime according to traffic situation. ASP (By:12/2013) In 2012 AIC A6 has been published in AIP Italia providing airspace users with information about implementation of CDO techniques by ENAV in terminal airspaces under its jurisdiction. CDO are tactically implemented under radar vectoring, and almost all STARs published by ENAV can potentially be flown according to CDOs, because STARs have mainly "at or above" ENAV 100% altitude restrictions not forcing the aircraft to fly steady segments or to cross fixes at specified altitudes. In addition to the rules and procedures already established in AIC 06/2012, earmarked procedures for CDO will be gradually phased in. In a first implementation stage they will be performed mainly nighttime, but also daytime according to traffic situation. APO (By:12/2013) SAVE S.p.A. SAVE supports CDOps in full cooperation with ENAV 100% LSSIP Year 2017 Italy 81 Released Issue

94 Continuous Descent Operations (CDO) ENV01 100% Initial operational capability: 01/07/2007 Full operational capability: 31/12/2013 LIRF Roma Fiumicino Airport In 2012 AIC A6 has been published in AIP Italia providing airspace users with information about implementation of CDO techniques by ENAV in terminal airspaces under its jurisdiction. CDO are tactically implemented under radar vectoring, and almost all STARs published by ENAV can potentially be flown according to CDOs, because STARs have mainly "at or above" altitude restrictions not forcing the aircraft to fly steady segments or to cross fixes at specified altitudes. In addition to the rules and procedures already established in AIC 06/2012, earmarked procedures for CDO will be gradually phased in. In a first implementation stage they will be performed mainly nighttime, but also daytime according to traffic situation. ASP (By:12/2013) In 2012 AIC A6 has been published in AIP Italia providing airspace users with information about implementation of CDO techniques by ENAV in terminal airspaces under its jurisdiction. CDO are tactically implemented under radar vectoring, and almost all STARs published by ENAV can potentially be flown according to CDOs, because STARs have mainly "at or above" altitude restrictions not forcing the aircraft to fly steady segments or to cross fixes at specified altitudes. ENAV In addition to the rules and procedures already established in 100% AIC 06/2012, earmarked procedures for CDO will be gradually phased in. In a first implementation stage they will be performed mainly nighttime, but also daytime according to traffic situation. The deployment status and planning of this implementation objective as related to the Pilot Common Project is redundant because it is also provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View. APO (By:12/2013) Aeroporti di AdR supports CDOps in full cooperation with ENAV 100% Roma SpA ENV02 Airport Collaborative Environmental Management Initial operational capability: 01/09/ % Full operational capability: 31/12/2016 LIMC Milano Malpensa Airport With reference to noise emission Italian legislation envisages airport commissions, chaired by ENAC, to which ENAV participates with an advisory role. SEA has activated formal partnership arrangements ASP (By:12/2016) With reference to noise emission Italian legislation envisages ENAV airport commissions, chaired by ENAC, to which ENAV 100% participates with an advisory role. APO (By:12/2016) SEA Aeroporti di SEA has activated formal partnership arrangements with ENAV 100% Milano LSSIP Year 2017 Italy 82 Released Issue

95 ENV02 Airport Collaborative Environmental Management Initial operational capability: 01/09/ % Full operational capability: 31/12/2016 LIML Milano Linate Airport With reference to noise emission Italian legislation envisages airport commissions, chaired by ENAC, to which ENAV participates with an advisory role. SEA has activated formal partnership arrangements ASP (By:12/2016) With reference to noise emission Italian legislation envisages ENAV airport commissions, chaired by ENAC, to which ENAV 100% participates with an advisory role. APO (By:12/2016) SEA Aeroporti di SEA has activated formal partnership arrangements with ENAV 100% Milano ENV02 Airport Collaborative Environmental Management Initial operational capability: 01/09/ % Full operational capability: 31/12/2016 LIPZ Venezia Airport With reference to noise emission Italian legislation envisages airport commissions, chaired by ENAC, to which ENAV and SAVE participate with an advisory role ASP (By:12/2016) With reference to noise emission Italian legislation envisages ENAV airport commissions, chaired by ENAC, to which ENAV 100% participates with an advisory role. APO (By:12/2016) SAVE has an agreement with ENAV to improve performance SAVE S.p.A. since June 2008 and is planning to activate formal partnership 100% arrangements with ENAV FCM03 Collaborative Flight Planning Initial operational capability: 01/01/ % Full operational capability: 31/12/2017 ENAV is able to exchange FPL messages in ADEXP format. Implementation of AFP in ADEXP format automatically generated by the ATC system is completed ASP (By:12/2017) ENAV is able to exchange FPL messages in ADEXP format. ENAV Implementation of AFP in ADEXP format automatically 100% generated by the ATC system is completed FCM04.1 Short Term ATFCM Measures (STAM) Phase 1 Initial operational capability: 01/09/ % Full operational capability: 31/10/2017 Short Term ATFCM Measures are implemented ASP (By:10/2017) ENAV Short Term ATFCM Measures are implemented. 100% LSSIP Year 2017 Italy 83 Released Issue

96 FCM04.2 Short Term ATFCM Measures (STAM) Phase 2 Initial operational capability: 01/11/2017 5% Full operational capability: 31/12/2021 ENAV will develop a local systems 31/12/2021 ASP (By:12/2021) ENAV will develop a local systems. ENAV The deployment status and planning of this implementation objective as related to the Pilot Common Project is redundant because it is also provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View. 5% 31/12/2021 Interactive Rolling NOP FCM05 Initial operational capability: 01/09/2013 Full operational capability: 31/12/2021 ENAV is planning to upgrade ASM support system using AIXM5.1 B2B in Italian airports are providing the required data to the Network Manager for DDR. ASP (By:12/2021) Integration of the automated ASM support systems with the Network will be performed. 25% 31/12/2021 Planned ENAV The deployment status and planning of this implementation objective as related to the Pilot Common Project is redundant because it is also provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View. APO (By:12/2021) National Airports Italian airports are providing the required data to the Network Manager for DDR 0% 50% 31/12/ /12/2021 FCM06 Traffic Complexity Assessment Initial operational capability: 01/01/2015 7% Full operational capability: 31/12/2021 All actions towards the implementation of Traffic Complexity Assessment tools are planned 31/12/2021 ASP (By:12/2021) ENAV All actions towards the implementation of Traffic Complexity Assessment tools are planned. The deployment status and planning of this implementation objective as related to the Pilot Common Project is redundant because it is also provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View. Traffic Complexity Tool implementati on 7% 31/12/2021 LSSIP Year 2017 Italy 84 Released Issue

97 Extended Flight Plan FCM08 Initial operational capability: 01/01/2016 Full operational capability: 31/12/2021 ENAV will upgrade the ground system and develop the associated procedures to be able to receive, process and distribute extended flight plan ASP (By:12/2021) ENAV will upgrade the ground system and develop the associated procedures to be able to receive, process and distribute extended flight plan. ENAV The deployment status and planning of this implementation objective as related to the Pilot Common Project is redundant because it is also provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View. 5% 5% 31/12/ /12/2021 Electronic Terrain and Obstacle Data (etod) INF07 8% Initial operational capability: 01/11/2014 Full operational capability: 31/05/2018 In order to establish a National TOD policy, ENAC is waiting for the publication of EASA opinion on NPA AISAIM. Pending the availability of a national TOD policy and a national TOD implementation programme, ENAV (AIS provider) has nevertheless planned and implemented the required activities for the collection, management and provision of Terrain and Obstacle Data as follows: As far as Area 1 is concerned, Obstacles made known to AIS are available in ENAV Data Base; 31/12/2018 As far as Area 2 is concerned, Terrain and Obstacles data related to Aerodromes under ENAV jurisdiction are available in ENAV Data Base as per ICAO Annex 15; As far as Area 4 is concerned, Terrain and Obstacles data related to Aerodromes with ILS Cat III and II under ENAV jurisdiction are available in ENAV Data Base. The implementation is planned in accordance with Deployment programme timeline. REG (By:05/2018) In order to establish a National TOD policy, ENAC is waiting for ENAC 3% the publication of EASA opinion on NPA AISAIM 30/09/2018 ASP (By:05/2018) Pending the availability of a national TOD policy and a national TOD implementation programme, ENAV (AIS provider) has nevertheless planned and implemented the required activities for the collection, management and provision of Terrain and Obstacle Data as follows: As far as Area 1 is concerned, Obstacles made known to AIS are available in ENAV Data Base; ENAV As far as Area 2 is concerned, Terrain and Obstacles data etod 25% 31/12/2018 related to Aerodromes under ENAV jurisdiction are available in ENAV Data Base as per ICAO Annex 15; As far as Area 4 is concerned, Terrain and Obstacles data related to Aerodromes with ILS Cat III and II under ENAV jurisdiction are available in ENAV Data Base. The implementation is planned in accordance with Deployment programme timeline. APO (By:05/2018) National Airports A plan/roadmap by the airport operator demonstrating the feasibility of implementation of TOD will be made available. The requirements defined in the national TOD policy and regulatory framework for airport operators are planned to be fulfilled once available. 0% Planned 31/05/2018 LSSIP Year 2017 Italy 85 Released Issue

98 ITYACID Aircraft Identification Entry into force of the Regulation: 13/12/ % System capability: 02/01/2020 Downlinked aircraft identification is already performed through Mode S. However, further implementation is planned according to the national ADSB Implementation Programme. Italian Air Force has upgraded the systems for the SCC in Milano, Padova, Roma and Brindisi. ITAF is 02/01/2025 planning to procure new surveillance systems for the APP Units to ensure the system capability by 2025 ASP (By:01/2020) ENAV Mil. Authority Downlinked aircraft identification is already performed through Mode S. However, further implementation is planned according to the national ADSB Implementation Programme. Italian Air Force has upgraded the systems for the SCC in Milano, Padova, Roma and Brindisi. ITAF is planning to procure new surveillance systems for the APP Units to ensure the system capability by 2025 ADSB Completion 100% 30% 02/01/2025 LSSIP Year 2017 Italy 86 Released Issue

99 ITYADQ Ensure Quality of Aeronautical Data and Aeronautical Information Entry into force of the regulation: 16/02/2010 Article 5(4)(a), Article 5(4)(b) and Article 6 to 13 to be implemented by: 30/06/ % Late Article 4, Article5(1) and Article 5(2), Article 5(3) and Article 5(4)(c) to be implemented by: 30/06/2014 All data requirements implemented by: 30/06/2017 ENAV has implemented all data quality and process requirements. AIS data included in SDO minimum data set are regularly subject to EAD consistency review mechanisms. Following the acceptance of the legacy systems by the NSA, according to the provision of Reg. EC 1070/2009, all subsequent new implementation and/or changes needed to comply fully with Reg. EU 73/2010 have followed the change management procedures approved by the NSA itself. Processes are well established between ENAV and the NSA in Safety Assessment, Change Management and related Declarations of Verification of Systems. 31/12/2018 Furthermore, ENAV has implemented a quality management system and has fulfilled safety and security objectives. Personnel requirements have been met. The common data set and digital exchange format requirements have been implemented on 11/2016, all electronic data will be compliant with all the requirements by 12/2018 REG (By:06/2017) Mil. Authority ITAF has planned relevant activities 10% Late 31/12/2018 ENAC ENAC has completed all the activities 100% ASP (By:06/2017) ENAV ENAV has implemented all data quality and process requirements. AIS data included in SDO minimum data set are regularly subject to EAD consistency review mechanisms. Following the acceptance of the legacy systems by the NSA, according to the provision of Reg. EC 1070/2009, all subsequent new implementation and/or changes needed to comply fully with Reg. EU 73/2010 have followed the change management procedures approved by the NSA itself. Processes are well established between ENAV and the NSA in Safety Assessment, Change Management and related Declarations of Verification of Systems. Furthermore, ENAV has implemented a quality management system and has fulfilled safety and security objectives. Personnel requirements have been met. The common data set and digital exchange format requirements have been implemented on 11/2016, all electronic data will be compliant with all the requirements by 12/2018 ADQ / Aeronautical Data Quality system interface evolution (ADQ2) / NOAS (New Operational Area System) / etod Mil. Authority ITAF has planned relevant activities 16% APO (By:06/2017) SEA Italian Airports are certified ad audited by ENAC according to Aeroporti di the "Regolamento per la Costruzione e l'esercizio degli Milano Aeroporti" and specific Circulars Aeroporti di Roma SpA SAVE S.p.A. Italian Airports are certified ad audited by ENAC according to the "Regolamento per la Costruzione e l'esercizio degli Aeroporti" and specific Circulars Italian Airports are certified ad audited by ENAC according to the "Regolamento per la Costruzione e l'esercizio degli Aeroporti" and specific Circulars 76% 82% 82% 82% Late 31/12/2018 Late 31/12/ /06/ /06/ /06/2017 LSSIP Year 2017 Italy 87 Released Issue

100 ITYAGDL Initial ATC AirGround Data Link Services Entry into force: 06/02/ % ATS unit operational capability: 05/02/2018 Aircraft capability: 05/02/2020 The implementation of ATC airground data link services above FL285 is almost completed 01/01/2019 REG (By:02/2018) ENAC All REG actions have been completed 100% ASP (By:02/2018) ENAV The implementation of ATC airground data link services above FL285 is almost completed MIL (By:01/2019) The equipment of transporttype State aircraft is in progress Mil. Authority according to EC 29/2009 Datalink system implementati on 92% 10% 01/01/2019 LSSIP Year 2017 Italy 88 Released Issue

101 ITYAGVCS2 8,33 khz AirGround Voice Channel Spacing below FL195 Entry into force: 07/12/2012 New and upgraded radio equipment: 17/11/2013 New or upgraded radios on State aircraft: 01/01/2014 Interim target for freq. conversions: 31/12/ % All radio equipment: 31/12/2017 All frequencies converted: 31/12/2018 State aircraft equipped, except those notified to EC: 31/12/2018 State aircraft equipped, except those exempted [Art 9(11)]: 31/12/2020 With reference to the interim target (31/12/2014), ENAV has planned to convert 7 ACC frequencies. Due to airspace reorganization during the year 2014, the total amount of ACC convertible frequencies has been decreased to 4. (2 frequencies converted on September 2015 and 2 frequencies converted on March 2015). The 4 frequencies represent 100% of the eligible 25 khz frequencies assigned to ACC in Italy and reported 31/12/2025 in the central register (excluding assignments covered by Reg. 1079/2012 Art. 6 para. 4). With reference to the final target (2018), radio communication systems upgrade is foreseen within ENAV business plan. REG (By:12/2018) The conversion of frequencies will be verified by the National ENAC Authority according to service providers plans and according 62% to EC impact assessment 31/12/2018 Mil. Authority All the necessary actions have been planned 100% ASP (By:12/2018) Due to airspace reorganization during the year 2014, following conversion schedule was adopted: 2 frequencies were converted on September 2015 and 2 frequencies were converted on march The 4 frequencies represent 100% ENAV of the eligible 25 khz frequencies assigned to ACCs in Italy and 24% reported in the central register (excluding assignments 31/12/2025 covered by Reg. 1079/2012 Art. 6 para. 4). With reference to the final target (2018), radio communication systems upgrade is foreseen within ENAV business plan and will be carried out according to EC impact assessment Mil. Authority 20% 31/12/2018 MIL (By:12/2020) Mil. Authority ITAF has planned the implementation according to the 25% requirements 31/12/2018 APO (By:12/2018) SEA Aeroporti di Italian airports have planned the implementation 0% Milano Planned 31/12/2018 Aeroporti di Planned Italian airports have planned the implementation 0% Roma SpA 31/12/2018 SAVE S.p.A. Italian airports have planned the implementation 0% Planned 31/12/2018 LSSIP Year 2017 Italy 89 Released Issue

102 ITYFMTP Common Flight Message Transfer Protocol (FMTP) Entry into force of regulation: 28/06/2007 All EATMN systems put into service after 01/01/09: 01/01/2009 All EATMN systems in operation by 20/04/11: 20/04/ % Transitional arrangements: 31/12/2012 Transitional arrangements when bilaterally agreed between ANSPs: 31/12/2014 ENAV has completed to migrate Flight Data Exchange to TCP/IP support version 6 according to the Interoperability Regulation EC 633/2007. Technical specifications are based on Eurocontrol FDEICD. A Security policy has been defined.technical development and implementation of TCP/IP for Italian ACCs cover the need of civilmilitary coordination at ACC level, being the military units/systems colocated and integrated in Italian ACCs. ASP (By:12/2014) ENAV has completed to migrate Flight Data Exchange to TCP/IP support version 6 according to the Interoperability Regulation EC 633/2007. Technical specification are based on ENAV Eurocontrol FDEICD. A Security policy has been 100% defined.technical development and implementation of TCP/IP for Italian ACCs cover the need of civilmilitary coordination at ACC level, being the military units/systems colocated and integrated in Italian ACCs MIL (By:12/2014) This Objective is applicable for ITAF only referring to the Not Applicable Mil. Authority SCC/AM. The technical development and implementation of % TCP/IP for military units/systems colocated and integrated in Italian ACCs is under evaluation. ITYSPI Surveillance Performance and Interoperability Entry into force of regulation: 13/12/2011 ATS unit operational capability: 12/12/2013 EHS and ADSB Out in transporttype State aircraft : 07/06/ % ELS in transporttype State aircraft : 07/06/2020 Ensure training of MIL personnel: 07/06/2020 Retrofit aircraft capability: 07/06/2020 ENAV has transferred all surveillance data to other ANSPs (SkyGuide, DSNA, Slovenia Control, MATS and ITAF) through Asterix protocol. ANSP communicated to ENAC a Compliance Check List related to the deadline of 31st Dec The following articles are affected: 4, 5 (para 1 and 2), 7. State Aircraft will be 07/06/2020 equipped according to CE 1207/2011. REG (By:02/2015) ANSP communicated to ENAC a Compliance Check List related ENAC to the deadline of 31st Dec The following articles are 100% affected: 4, 5 (para 1 and 2), 7. ASP (By:02/2015) ENAV has transferred all surveillance data to other ANSPs ENAV (SkyGuide, DSNA, Slovenia Control, MATS and ITAF) through 100% Asterix protocol. MIL (By:06/2020) Mil. Authority State Aircraft will be equipped according to CE 1207/2011 7% 07/06/2020 LSSIP Year 2017 Italy 90 Released Issue

103 NAV03.1 RNAV 1 in TMA Operations Initial operational capability: 01/01/ % Full operational capability: 31/12/2023 ENAV has published the AIC A1/2011 about Introduction of Precision RNAV (PRNAV) in the Terminal Airspace of Italy on 21 Apr 2011 and has officially introduced PRNAV procedures in June 2011 in Milan and Rome TMAs. ATCOs specific training has been already done. PRNAV SIDs and STARs have been implemented at selected CTAs and training has been provided to APP ATCOs. RNAV1 SIDs & STARs have been implemented in all major italian airports. ITAF has implemented RNAV (DMEDME) STARs and SIDs in Pratica di Mare/Rome CTR and STARs in Pisa CTR. Other SIDs and STARs (DMEDME) in Treviso CTR and RNAV LNAV RNP Approach for Pisa RWY 22L are under approval process. ASP (By:12/2023) ITAF has implemented RNAV (DMEDME) STARs and SIDs in Mil. Authority Pratica di Mare/Rome CTR and STARs in Pisa CTR. Other SIDs 100% and STARs (DMEDME) in Treviso CTR and RNAV LNAV RNP Approach for Pisa RWY 22L are under approval process. ENAV has published the AIC A1/2011 about Introduction of Precision RNAV (PRNAV) in the Terminal Airspace of Italy on 21 Apr 2011 and has officially introduced PRNAV procedures ENAV in June 2011 in Milan and Rome TMAs. ATCOs specific training 100% has been already done. PRNAV SIDs and STARs have been implemented at selected CTAs and training has been provided to APP ATCOs. Some specific items are still under completion. NAV03.2 RNP 1 in TMA Operations Initial operational capability: 01/01/ % Full operational capability: 31/12/2023 ENAV has a project aiming at introducing RNP1+RF applications in Rome Fiumicino and Milano Malpensa Airport. Appropriate infrastructure for GNSS reversion already available within Roma and Milano TMA. 31/12/2020 ASP (By:12/2023) ENAV has a project aiming at introducing RNP1+RF applications in Rome Fiumicino and Milano Malpensa Airport. Appropriate infrastructure for GNSS reversion already available within Roma and Milano TMA. ENAV The deployment status and planning of this implementation objective as related to the Pilot Common Project is redundant because it is also provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View. 30% 31/12/2020 LSSIP Year 2017 Italy 91 Released Issue

104 NAV10 APV Procedures Initial operational capability: 01/06/ % Full operational capability: 31/12/2016 ENAV has worked at a national level on an implementation plan of APV/BARO and APV/SBAS inside a framework of a joint National Task Force with Italian Regulator and Italian Air Force. The task force has defined a national implementation plan for PBN operations in general and of APV approaches specifically. ENAV has started the introduction of APV/SBAS approaches inside National Airspace. A National Safety Case for the introduction of GNSS approaches inside Italian airspace has been defined and approved by the Regulator relating to the introduction of RNP APCH supporting LNAV, LNAV/VNAV and LPV minima for all aerodromes equipped with radar service. The Safety Case is currently under revision in order to update some mitigations and to implement RNP APCH in all Italian airports. ENAV has already implemented RNP APCH on several instrument runway ends and has planned the implementation in other national airports according to EC Regulation 716/2014 timeline. REG (By:04/2016) ENAC ENAC set up a WG on PBN in order to prepare a radio 100% navigation plan referred to satellite navigation. ASP (By:12/2016) ENAV ENAV has worked at a national level on an implementation plan of APV/BARO and APV/SBAS inside a frame work of a joint National Task Force with Italian Regulator and Italian Air Force. The task force has defined a national implementation plan for PBN operations in general and of APV approaches specifically. ENAV has started the introduction of APV/SBAS approaches inside National Airspace. A National Safety Case for the introduction of GNSS approaches inside Italian airspace has been defined and approved by the Regulator; the Safety Case is currently under revision in order to update some mitigations and to include the APV/BARO in the scope. ENAV has implemented LNAV, APV/SBAS and APV/BARO at major airports. BLUEGNSS / RNP1 and APV procedures 100% SAF11 Improve Runway Safety by Preventing Runway Excursions Initial operational capability: 01/09/ % Full operational capability: 31/01/2018 ENAV, ITAF and Italian airports have implemented the applicable measures of the Action Plan.ENAC has plans to implement the relevant part of the European Action Plan for the Prevention of Runway 31/01/2018 Excursions REG (By:01/2018) ENAC ENAC has plans to implement the relevant part of the 25% European Action Plan for the Prevention of Runway Excursions 31/01/2018 ASP (By:12/2014) ENAV ENAV has implemented the applicable measures of the Action 100% Plan Mil. Authority ITAF has implemented the applicable measures of the Action 100% Plan APO (By:12/2014) Aeroporti di Relevant Italian airports have implemented the applicable 100% Roma SpA measures of the Action Plan SEA Aeroporti di Milano Relevant Italian airports have implemented the applicable measures of the Action Plan 100% LSSIP Year 2017 Italy 92 Released Issue

105 Additional Objectives for ICAO ASBU Monitoring ATC02.2 Implement ground based safety nets Short Term Conflict Alert (STCA) level 2 for enroute operations 100% Initial operational capability: 01/01/2008 Full operational capability: 31/01/2013 Short Term Conflict Alert (STCA) level 2 for enroute environment is in operations. ASP (By:01/2013) Mil. Authority Short Term Conflict Alert (STCA) level 2 for enroute 100% environmnet is in operations. ENAV Short Term Conflict Alert (STCA) level 2 for enroute environmnet is in operations 100% ATC16 Implement ACAS II compliant with TCAS II change 7.1 Initial operational capability: 01/03/ % Full operational capability: 31/12/2015 ENAC has completed all required actions. Dedicated training modules related to TCAS II changes 7.1 have been put in place by ENAV during the planned continuous training in the ATSUs. There are no plans for performance monitoring as the ANSP is not in the best position to monitor the ACAS performances. ACAS is an airbornebased system; consequently the better perspective should be left to the aircraft operators. Anyhow, ENAV has in place a reporting mechanism able to identify all the TCAS RA, that, if judged significant, are analysed REG (By:12/2015) ENAC ENAC has completed all required actions. 100% ASP (By:03/2012) Dedicated training modules related to TCAS II changes 7.1 have been put in place during the planned continuous training in the ATSUs. There are no plans for performance monitoring as the ANSP is not in the best position to monitor the ACAS ENAV performances. ACAS is an airbornebased system, 100% consequently the better perspective should be left to the aircraft operators. Anyhow, ENAV has in place a reporting mechanism able to identify all the TCAS RA, that, if judged significant, are analysed. MIL (By:12/2015) Mil. Authority ITAF has implemented all relevant actions. 100% FCM01 Implement enhanced tactical flow management services Initial operational capability: 01/08/ % Full operational capability: 31/12/2006 Italian ACCs supply ETFMS with Standard Correlated Position Data. Slot information related to the flights is presented to the TWR controllers of the major aerodromes (via AOIS). This objective is not applicable to ITAF because all the ATFM data are processed via ENAV AOIS (Aeronautical Operational Information System). ASP (By:07/2014) Italian ACCs supply ETFMS with Standard Correlated Position ENAV Data. Slot information correlated to the flights is presented to 100% the TWR controllers of the major aerodromes (via AOIS). LSSIP Year 2017 Italy 93 Released Issue

106 INF04 Implement integrated briefing Initial operational capability: 01/07/ % Late Full operational capability: 31/12/2012 ENAV will provide FPL management (with associated ATS messages), AIS, MET, and ATFM data integrated in a single briefing source which provides the relevant information required for the preflight information and documentation via a single system interface, using internet connection through security gate server 30/06/2019 and https internet protocol. ITAF is planning to develop a new integrated automatic system to provide all essential information needed by pilots during preflight phase via a single system interface. ASP (By:12/2012) ITAF is planning to develop a new integrated automatic system Mil. Authority to provide all essential information needed by pilots during 40% preflight phase via a single system interface. Late 30/06/2019 ENAV provides FPL management (with associated ATS messages), AIS, MET, and ATFM data integrated in a single briefing source which provides the relevant information required for the preflight information and documentation via ENAV a single system interface, using internet connection through 100% security gate server and https internet protocol. ARO 31/12/2012 functions FPL, AIS, MET, and ATFM are fully integrated in one system (AOIS). Integrated briefing is fully supported remotely by AROCentralized Briefing Office. ITYCOTR Implementation of groundground automated coordination processes Entry into force of Regulation: 27/07/2006 For putting into service of EATMN systems in respect of notification and initial coordination processes: 27/07/ % For putting into service of EATMN systems in respect of Revision of Coordination, Abrogation of Coordination, Basic Flight Data and Change to Basic Flight Data: 01/01/2009 To all EATMN systems in operation by 12/2012: 31/12/2012 The national FPPS called AOIS/FDMAS will be able to exchange FPL messages in ADEXP format when the upgrading of AFTN will be completed. As from October 2008 the Italian ACCs started sending AFP messages in ADEXP format for all the cases via ACC AOIS terminal. The implementation of AFP in ADEXP 31/10/2016 format automatically generated by ATC system based on an ATC input subject to the FDP upgrade will be finalised by 12/2016. ASP (By:12/2012) The national FPPS called AOIS/FDMAS will be able to exchange FPL messages in ADEXP format when the upgrading of AFTN will be completed. As from October 2008 the Italian ACCs ENAV started sending AFP messages in ADEXP format for all the 100% cases via ACC AOIS terminal. The implementation of AFP in 31/10/2016 ADEXP format automatically generated by ATC system based on an ATC input subject to the FDP upgrade will be finalised by 12/2016. MIL (By:12/2012) Mil. Authority ITAF (SCC/AM) and ENAV use a common system for exchange Basic Flight Data 100% 31/10/2016 LSSIP Year 2017 Italy 94 Released Issue

107 Local Objectives Note: Local Objectives are addressing solutions that are considered beneficial for specific operating environments, therefore for which a clear widespread commitment has not been expressed yet. They are characterised with no deadline and voluntary applicability area. AOP14 Remote Tower Services Applicability and timescale: Local % No Plan LIRF Roma Fiumicino Airport ENAV is evaluating the opportunities to implement Remote Tower but no plan has been developed so far MultiSector Planning Enroute 1P2T ATC18 100% Applicability and timescale: Local ENAV Systems support single multiplanner role associated to two adjacent tactical roles and procedures and working methods have been developed to cater for enhanced multiplanner needs. Multisector planner concept is in operational use in the following ENAV operational environment: EnRoute sectors: Rome ACC; Terminal sectors: Milano ACC and Roma ACC Approach unit: Bologna APP ENV02 Airport Collaborative Environmental Management Initial operational capability: 01/09/ % Late Full operational capability: 31/12/2016 LIRF Roma Fiumicino Airport With reference to noise emission Italian legislation envisages airport commissions, chaired by ENAC, to which ENAV participates with an advisory role. AdR has an agreement with ENAV to improve performance 31/12/2018 since June Airport policy and procedures are under development ASP (By:12/2016) With reference to noise emission Italian legislation envisages ENAV airport commissions, chaired by ENAC, to which ENAV 100% participates with an advisory role. APO (By:12/2016) Aeroporti di Roma SpA AdR has activated formal partnership arrangements with ENAV. Airport policy and procedures are under development 85% Late 31/12/2018 Continuous Climb Operations (CCO) ENV03 100% Applicability and timescale: Local LIMC Milano Malpensa Airport Continuous Climb Operations implementation, from airspace and flight procedure point of view and from ATC operations perspective, can be considered fully ongoing on all the airports under ENAV jurisdiction. CCO is facilitated through the application and implementation of following items: Design of PBN RNAV1 SIDs in most of the ATS units with radar service, resulting in an improved network with respect to arrival network, facilitating continuous climb The design of both conventional and PBN SIDs is not normally using, as design principle, altitude restriction "at" or "at or below" type, that could limit climb profiles ATC Units, as operational procedure, are normally providing climb instruction aiming at facilitating continuous climb For some airports there are in place specific noise abatement procedures defined by the State and not under ENAV responsibility. Those procedures could have an impact on the aircraft configuration and speed, but not normally on climb clearance LSSIP Year 2017 Italy 95 Released Issue

108 Continuous Climb Operations (CCO) ENV03 100% Applicability and timescale: Local LIML Milano Linate Airport Continuous Climb Operations implementation, from airspace and flight procedure point of view and from ATC operations perspective, can be considered fully ongoing on all the airports under ENAV jurisdiction. CCO is facilitated through the application and implementation of following items: Design of PBN RNAV1 SIDs in most of the ATS units with radar service, resulting in an improved network with respect to arrival network, facilitating continuous climb The design of both conventional and PBN SIDs is not normally using, as design principle, altitude restriction "at" or "at or below" type, that could limit climb profiles ATC Units, as operational procedure, are normally providing climb instruction aiming at facilitating continuous climb For some airports there are in place specific noise abatement procedures defined by the State and not under ENAV responsibility. Those procedures could have an impact on the aircraft configuration and speed, but not normally on climb clearance Continuous Climb Operations (CCO) ENV03 100% Applicability and timescale: Local LIPZ Venezia Airport Continuous Climb Operations implementation, from airspace and flight procedure point of view and from ATC operations perspective, can be considered fully ongoing on all the airports under ENAV jurisdiction. CCO is facilitated through the application and implementation of following items: Design of PBN RNAV1 SIDs in most of the ATS units with radar service, resulting in an improved network with respect to arrival network, facilitating continuous climb The design of both conventional and PBN SIDs is not normally using, as design principle, altitude restriction "at" or "at or below" type, that could limit climb profiles ATC Units, as operational procedure, are normally providing climb instruction aiming at facilitating continuous climb For some airports there are in place specific noise abatement procedures defined by the State and not under ENAV responsibility. Those procedures could have an impact on the aircraft configuration and speed, but not normally on climb clearance Continuous Climb Operations (CCO) ENV03 100% Applicability and timescale: Local LIRF Roma Fiumicino Airport Continuous Climb Operations implementation, from airspace and flight procedure point of view and from ATC operations perspective, can be considered fully ongoing on all the airports under ENAV jurisdiction. CCO is facilitated through the application and implementation of following items: Design of PBN RNAV1 SIDs in most of the ATS units with radar service, resulting in an improved network with respect to arrival network, facilitating continuous climb The design of both conventional and PBN SIDs is not normally using, as design principle, altitude restriction "at" or "at or below" type, that could limit climb profiles ATC Units, as operational procedure, are normally providing climb instruction aiming at facilitating continuous climb For some airports there are in place specific noise abatement procedures defined by the State and not under ENAV responsibility. Those procedures could have an impact on the aircraft configuration and speed, but not normally on climb clearance LSSIP Year 2017 Italy 96 Released Issue

109 Optimised LowLevel IFR Routes in TMA for Rotorcraft NAV12 25% Applicability and timescale: Local ENAV is working, at a national level, on the implementation of Low Level IFR Routes and PinS Procedures (both Approach down to LPV minima and Departures). This activity is carried out inside a framework of a National Task Force participated by ENAV itself, the Italian CAA, Helicopters Manufacturers and Helicopters Operators. The Task Force has defined and approved Guidance Material to support the Operational Implementation of LLR and PinS Procedures in the Italian Airspace. ENAV, according to these Guidelines, is designing LLR networks and PinS Procedures in different Italian Regions. These Procedures, placed both in controlled and G class airspace, are conceived to support HEMS Operations mainly. ENAV is finalizing, with the Italian CAA, the overall process aimed to make such procedures operationally available for Helicopters IFR Operations. LSSIP Year 2017 Italy 97 Released Issue

110

111 ANNEXES ANNEX A Specialists involved in the LSSIP Process LSSIP Coordination LSSIP Focal Points Organisation Name LSSIP Focal Point for Italy ENAV Andrea RUZZOLINI LSSIP Focal Point for NSA/CAA ENAC Luca FALESSI LSSIP Focal Point for ANSP ENAV Andrea RUZZOLINI LSSIP Focal Point for Airport SEA Paolo SORDI LSSIP Focal Point for Airport SAVE Francesco ROCCHETTO LSSIP Focal Point for Airport AdR Marco PELLEGRINO LSSIP Focal Point for Military Italian Air Force Carlo TIRELLI EUROCONTROL LSSIP Support Function Directorate Name LSSIP Contact Person for Italy DECMA/PEPR Bernd HILL LSSIP Year 2017 Italy 98 Released Issue

112 Implementation Objectives Implementation Objective EUROCONTROL PEPR Objective Coordinator EUROCONTROL Objective Owners National Stakeholder Specialist AOM13.1 A. DYBOWSKA O. MROWICKI/ C. LUCCIOLI Alessandro GIANNANGELI AOM19.1 O. ALFARO G. ACAMPORA / O. MROWICKI Debora PALOMBI AOM19.2 O. ALFARO G. ACAMPORA / O. MROWICKI Debora PALOMBI AOM19.3 O. ALFARO G. ACAMPORA / O. MROWICKI Debora PALOMBI AOM21.1 A. DYBOWSKA C. BRAIN AOM21.2 A. DYBOWSKA C. BRAIN Amedeo BELLI AOP04.1 P. VRANJKOVIC R. GRAHAM Maria Grazia BECHERE AOP04.2 P. VRANJKOVIC R. GRAHAM Maria Grazia BECHERE AOP05 F. ROOSELEER M. BIRENHEIDE Antonio NUZZO AOP10 F. ROOSELEER R. GRAHAM AOP11 F. ROOSELEER M. BIRENHEIDE Antonio NUZZO AOP12 P. VRANJKOVIC R. GRAHAM Maria Grazia BECHERE AOP13 P. VRANJKOVIC R. GRAHAM Maria Grazia BECHERE AOP14 A. DYBOWSKA R. GRAHAM / G. ASSIRE Antonio NUZZO ATC02.8 F. ROOSELEER S. DROZDOWSKI Carlo FACCHINI ATC02.9 F. ROOSELEER S. DROZDOWSKI Carlo FACCHINI ATC07.1 L. DELL ORTO pending Enrico LUCINI ATC12.1 L. DELL ORTO pending Enrico LUCINI ATC15.1 L. DELL ORTO pending Enrico LUCINI ATC15.2 L. DELL ORTO P. HOP Enrico LUCINI ATC17 L. DELL ORTO S. MORTON Carlo FACCHINI ATC18 L. DELL ORTO I. PENDACHANSKI Amedeo BELLI COM10 J. PINTO Y. EYUBOGLU Giovanni ACETO COM11 J. PINTO L. POPESCU Albino MARTUSCELLI COM12 J. PINTO W. JANSSENS Gabriele ROMANZI ENV01 B. HILL D. BRAIN Teresa DI LALLO ENV02 B. HILL S. MAHONY Teresa DI LALLO ENV03 AP. FRANGOLHO D. BRAIN Teresa DI LALLO FCM03 O. CIOARA C. BOUMAN/I. PENDACHANSKI Andrea FUMASONI FCM04.1 I. MARCETIC P. HOP/I. PENDACHANSKI Debora PALOMBI FCM04.2 I. MARCETIC P. HOP/I. PENDACHANSKI Debora PALOMBI FCM05 O. CIOARA I. MENDES VIDEIRA/I. PENDACHANSKI Elisabetta COPPI FCM06 F. ROOSELEER P. HOP/I. PENDACHANSKI Debora PALOMBI LSSIP Year 2017 Italy 99 Released Issue

113 FCM08 O. CIOARA K. BREIVIK/I. PENDACHANSKI Debora PALOMBI INF07 AP. FRANGOLHO A. PETROVSKY Giulio MELILLI ITYACID O. CIOARA pending Carlo FACCHINI ITYADQ AP. FRANGOLHO M. UNTERREINER Giulio MELILLI ITYAGDL B. HILL D. ISAAC Fulvio LECCI ATYAGVCS2 B. HILL J. POUZET Valerio SARRI ITYFMTP O. ALFARO L. POPESCU Giovanni ACETO ITYSPI O. CIOARA M. BORELY Carlo FACCHINI NAV03.1 I. MARCETIC F. PAVLICEVIC Paolo MEZZACAPO NAV03.2 I. MARCETIC F. PAVLICEVIC Paolo MEZZACAPO NAV10 I. MARCETIC R. FARNWORTH Paolo MEZZACAPO NAV12 I. MARCETIC B. RABILLER / F. RIQUET Salvatore CAROTENUTO SAF11 F. ROOSELEER pending Maria Grazia BECHERE LSSIP Year 2017 Italy 100 Released Issue

114 ANNEX B National Stakeholders Organisation charts ENAC ORGANISATION CHART LSSIP Year 2017 Italy 101 Released Issue

115 ENAV ORGANISATION CHART LSSIP Year 2017 Italy 102 Released Issue

116 ITAF ANS ORGANISATION CHART LSSIP Year 2017 Italy 103 Released Issue