Year 2011 Level 1 EUROCONTROL

Transcription

1 Local Single Sky ImPlementation (LSSIP) ITAL ear 2011 Level 1 EUROCOTROL

2

3

4

5 DOCUMET IDETIFICATIO SHEET Local Single Sky ImPlementation document for ITAL Infocentre Reference: 12/01/20-22 Document Identifier Edition: ear 2011 LSSIP ear 2011 ITAL Edition Date: 23/03/2012 LSSIP Focal Point - Mariagrazia La Piscopia LSSIP Contact Person Bernd Hill Status mariagrazia.lapiscopia@enav.it bernd.hill@eurocontrol.int Intended for EAV S.p.A. Unit DSS/EIPR Working Draft General Public Draft Agency Stakeholders Proposed Issue Restricted Audience Released Issue Accessible via: Path: Internet ( X:\03 LSSIP\1. LSSIP States\Italy (IT)\IT_ear 2011\IT_LSSIP2011_Released issue\lssip2011_it_released.doc LIKS TO REFERECE DOCUMETS 1. LSSIP Guidance Material: 2. ESSIP Edition 2011: 3. ESSIP Report 2010: 4. STATFOR Forecasts: 5. ATFM Monthly Summaries: 6. Acronyms and abbreviations: 7. Single European Sky (SES): 8. European ATM Master Plan: 9. Previous LSSIP Documents: LSSIP ear 2011 Italy i Released Issue

6

7 TABLE OF COTETS Executive Summary... iv Introduction... ix Chapter 1 - ational Stakeholders Civil Regulator(s) EAV S.p.A Military Authorities - Italian Air Force (ITAF) Airports Accident/incident Investigation Body Chapter 2 - Geographical Scope International Membership Geographical description of the FIR(s) ATC units Airspace Classification and Organisation Chapter 3 - ational Projects Chapter 4 - Regional Co-ordination and Projects Regional Co-ordination Regional Projects Chapter 5 - ATM Safety Chapter 6 - Airspace Organisation and Management Chapter 7 - Air Traffic Control & Data Processing Systems Chapter 8 - Traffic Flow and Capacity Management Chapter 9 - Aeronautical Information Management Chapter 10 - Human Resources Management and Human Factors Chapter 11 - CS Communications avigation Surveillance Chapter 12 - Airport ATS Airport MILA MALPESA Airport MILA LIATE Airport VEEZIA Airport ROME FUIMICIO Chapter 13 - Environment Airport MILA MALPESA Airport MILA LIATE Airport VEEZIA Airport ROME FIUMICIO Chapter 14 - Single European Sky Annual Report SA ASP Certification, Designation & Cross-Border ATS Provision Ongoing Compliance year 2011 [Reg. (EC) 2096/2005; Art. 7] Safety Requirements ATCO Licensing [Reg. (EU) 805/2011] FABs [Reg. (EC) 550/2004; Art. 9(a)] Air Traffic Flow Management [Reg. (EC) 255/2010] Interoperability Air avigation Charging Penalties for Infringements of SES Legislation LSSIP ear 2011 Italy ii Released Issue

8 Chapter 15 - Annual Report on the Application of FUA ational organisation and responsibilities at the 3 levels of FUA Cooperation between Member States at the 3 levels of FUA Safety assessment Evaluation of the functioning of agreements, procedures and systems Compliance monitoring Problems encountered and need for changes Chapter 16 - En-route Cost-efficiency Chapter 17 - En-route Traffic and Capacity Evolution of traffic in Italy BRIDISI ACC MILA ACC PADOVA ACC ROME ACC Reference values of the breakdown of the EU capacity/delay target Chapter 18 - Airport Traffic and Capacity Airport VEEZIA (LIPZ) Airport ROME FIUMICIO (LIRF) Airport MILA MALPESA (LIMC) Airport MILA LIATE (LIML) AEXES LSSIP ear 2011 Italy iii Released Issue

9 Executive Summary I - State context Italy is one of the funding member of European Union and member of EUROCOTROL since The separation between the regulatory and the ATM service provider functions is effectively in place in Italy since EAC, the Italian Civil Aviation Authority, has been appointed as regulator and ational Supervisory Authority in ovember 2004 with dedicated law 265/2004. This appointment has been included in the new version of basic code of Air Law (change to Italian avigation Code) in Italy - issued in June EAC is also responsible for the regulation for environmental matters in ATM. EAV is the Company designated by the Italian State for the management and control of general air traffic (GAT) in Italy. Entirely controlled by the Ministry of Economy and Finance and supervised by the Ministry of Infrastructures and Transport, EAV S.p.A. is a result of the transformation of the ational Agency for Flight Assistance into a joint-stock Company which occurred in 2001, after the previous transformation into a State-Controlled Enterprise in 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 USAM Ufficio Generale Spazio Aereo e Meteorologia) accountable for services internal supervision and the units responsible for the provision of Air avigation 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, CS and MET Services to General Air Traffic (GAT) without certification. AS to GAT are provided by ITAF under the supervision of EAC and in accordance with a special agreement signed by the two organizations. II - Implementation of ESSIP Objectives LSSIP Italy Implementation Completion dates Active ESSIP Objectives Ch AOM - Airspace Organisation and Management AOM20 Implement ATS Route etwork (AR) - Version 7 6 AOM13.1 Harmonize Operational Air Traffic (OAT) and General Air Traffic (GAT) handling 6 AOM19 Implement Advanced Airspace Management 6 AOP - Airport ATS AOP04.1 Implement Advanced Surface Movement Guidance and Control System (A-SMGCS) Level1 LIMC-Milan - Malpensa 12 LIML-Milan - Linate 12 LIPZ-Venezia 12 LIRF-Roma - Fiumicino 12 AOP01.2 Implement airside capacity enhancement method and best practices based on Eurocontrol capacity and efficiency implementation manual LIMC-Milan - Malpensa 12 LIML-Milan - Linate 12 LIPZ-Venezia 12 LIRF-Roma - Fiumicino 12 LSSIP ear 2011 Italy iv Released Issue

10 LSSIP Italy Implementation Completion dates Active ESSIP Objectives Ch AOP08 Implement Airport Airside Capacity Planning Method LIMC-Milan - Malpensa 12 LIML-Milan - Linate 12 LIPZ-Venezia 12 LIRF-Roma - Fiumicino 12 AOP03 Improve runway safety by preventing runway incursions 12 AOP04.2 Implement Advanced Surface Movement Guidance and Control System (A-SMGCS) Level 2 LIMC-Milan - Malpensa 12 LIML-Milan - Linate 12 LIPZ-Venezia 12 LIRF-Roma - Fiumicino 12 AOP05 Implement Airport Collaborative Decision Making (CDM) LIMC-Milan - Malpensa 12 LIML-Milan - Linate 12 LIPZ-Venezia 12 LIRF-Roma - Fiumicino 12 AOP09 Implement Optimised Dependent Parallel Operations LIEA-Alghero 12 LIMC-Milan - Malpensa 12 LIML-Milan - Linate 12 LIPE-Bologna 12 LIPZ-Venezia 12 LIRF-Roma - Fiumicino 12 ATC - Air Traffic Control ATC07.1 Implement arrival management tools 7 ATC02.2 ATC02.5 ATC02.6 ATC02.7 ATC12 Implement ground based safety nets - Short Term Conflict Alert (STCA) - level 2 Implement ground based safety nets - Area Proximity Warning - level 2 Implement ground based safety nets - Minimum Safe Altitude Warning - level 2 Implement ground based safety nets - Approach Path Monitor - level 2 Implement automated support for conflict detection and conformance monitoring ATC16 Implement ACAS II compliant with TCAS II change ATC15 COM - Communications COM06 COM09 Implement, in En-Route operations, information exchange mechanisms, tools and procedures in support of Basic AMA operations Migrate to ATS-Qsig digital signalling for ground telephone applications Migrate ground international or regional X.25 data networks or services to the Internet Protocol (IP) COM10 Migrate from AFT to AMHS 11.1 LSSIP ear 2011 Italy v Released Issue

11 LSSIP Italy Implementation Completion dates Active ESSIP Objectives Ch COM11 Implementation of Voice over Internet Protocol (VoIP) in ATM 11.1 EV - Environment EV01 Implement Continuous Descent Approach (CDA) techniques for environmental improvements LIMC-Milan - Malpensa 13 LIML-Milan - Linate 13 LIPZ-Venezia 13 LIRF-Roma - Fiumicino 13 EV02 Implement Collaborative Environmental Management (CEM) at Airports LIMC-Milan - Malpensa 13 LIML-Milan - Linate 13 LIPZ-Venezia 13 LIRF-Roma - Fiumicino 13 FCM - Flow and Capacity Management FCM01 Implement enhanced tactical flow management services 8 FCM03 Implement collaborative flight planning 8 GE - General GE01 HUM - Human Factors Implement European AS contingency measures for Safety Critical Modes of Operation 5 HUM01.1 Ensure timely availability of ATCOs 10 HUM02.1 Integrate Human Factors into ATM Operations 10 HUM03.1 Integrate Human Factors into the lifecycle of ATM systems 10 IF - Aeronautical Information Management IF04 Implement integrated briefing 9 IT - Interoperability IT-FMTP Apply a common flight message transfer protocol (FMTP) 11.1 IT-AGDL Initial ATC air-ground data link services above FL IT- AGVCS Air-Ground voice channel spacing above FL IT-COTR Implementation of ground-ground automated co-ordination processes IT-ADQ Ensure quality of aeronautical data and aeronautical information AV - avigation 7 9 AV03 Implementation of P-RAV 11.2 AV10 Implement APV procedures 11.2 SAF - Safety Management SAF04 SAF05 SAF10 SRC - Safety Regulation Implement measures to reduce the risk of level bust occurrences Implement measures to prevent air/ground communications induced safety occurrences. Implement measures to reduce the risk to aircraft operations caused by airspace infringements LSSIP ear 2011 Italy vi Released Issue

12 LSSIP Italy Implementation Completion dates Active ESSIP Objectives Ch SRC- AUDI SRC- CHG SRC- OVCA SRC- RLMK SRC- SLRD SUR Surveillance Implementation of Safety Regulatory Auditing by ational Supervisory Authorities (SA) Implementation of Safety Oversight of Changes to ATM by ational Supervisory Authorities (SA) Implementation of ATM Safety Oversight Capabilities by SAs Implement the EUROCOTROL Safety Regulatory Requirements (ESARRs) Safety Levels and Resolution of Deficiencies SUR02 Implement Mode S elementary surveillance 11.4 SUR04 Implement Mode S enhanced surveillance 11.4 SUR05 Improve ground-based surveillance using ADS-B in on Radar Airspace (RA) 11.4 Understanding the Table Objective Completed Objective Partially Completed Objective Planned o Plan Missing Data ot Applicable (Italy does not participate in this obj.) Late OTE: The year where the coloured box is placed indicates the Implementation Completion Date as stated in the ESSIP for each objective. The colour-code indicates the Local progress with respect to this date. The Harmonisation Objectives are not reflected in this table. III - Implementation of SES legislation Italy is keeping pace with the implementation of SES regulation and it is substantially compliant with the whole package of requirements. All Italian ASPs are fully certified and a specific regulation has been issued to allow the designation of the small ASP at airports. All Italian Air Traffic Service Providers are duly certified. Actually, the BLUE MED project is in its Definition Phase. The official declaration of the operations is expected by This date has been considered in national plans and it is shared by all the other participants countries. The Flexible Use of Airspace is well established on the three levels. Even if some more work has to be done on the institutional side the Civil/Military cooperation is working properly. The ATCO Directive has been fully transposed in the Italian Code of Law, and it has been completely implemented. LSSIP ear 2011 Italy vii Released Issue

13 IV - Traffic and ATM Performance En-route Cost-efficiency In the scope of the revision of the cost efficiency target, EAV, EAC and ITAF costs for the reference period ( ) are the same as reported in the PP presented in June. Instead, national costs for the calculation of the cost efficiency target have been slightly revised upwards due to the increase in EUROCOTROL costs. At the same time, Italy has presented service units forecasts for 2013 and 2014 to some extent revised in increase compared to June 2011 Plan. It is important to underline that the orth African crisis is foreseen to have its major impacts in 2012, which appears to have low margins for recovery in terms of traffic levels (as an example, just consider the values registered in ovember 2011 that show a decrease of - 9% in terms of SU compared to the previous year) while for the years 2013 and 2014 it is reasonable to assume that there are still areas for improvement. In line with the Performance Scheme, the Determined Unit Rate for Italy shows a decreasing trend. In fact, Italy would be able to guarantee an average decrease of the Italian DUR of about the 2,7% per annum (in RP1) instead of the 2,5% reported in the ational Performance Plan presented in June. The yearly values of the DUR would allow a decrease respectively of -1,5% in 2012, -3,1% in 2013 and -3,4% in Therefore, the contribution to the achievement of the EU wide targets would improve as the Italian DUR decreases - in the period of about 7,8% (instead of 7,4% as reported in the ational Performance Plan presented in June). The Addendum to the ational Performance Plan will be subject to the scrutiny of the EC and the PRB. Feedbacks are expected within the end of April En-route Traffic and Capacity For what concerns traffic, exceptional circumstances arising from the Libyan crisis, and in general the unrest in the orth African region, have severely affected traffic patterns and traffic volumes over a number of European States, including the Italian en-route airspace, since the beginning of This resulted in a sensitive decrease of overflights. Traffic outlook remains very uncertain and volatile therefore it is still very difficult to predict the length of the crisis and the magnitude of its impact during RP1 ( ). Traffic in Italy decreased by 0.4% during Summer 2011 (May to October inclusive), when compared to the same period during The STATFOR medium-term forecast (MTF) predicts an average annual increase between 2.2% and 4.3%, with a baseline growth of 3.1% for Italy for cycle. The figure below presents: * - yearly en-route delay performance *2011 up to end of October yearly en-route delay target set in the Italian performance plan Italy 0.50 early delay per flight (all reasons) EU delay breakdown Delay (min) per flight LSSIP ear 2011 Italy viii Released Issue

14

15 Introduction The Local Single Sky ImPlementation (LSSIP) documents, as an integral part of the ESSIP/LSSIP mechanism, constitute a five-year plan containing ECAC States actions to achieve the Implementation Objectives as set out by the ESSIP and to improve the performance of their national ATM System. They also contain a report by the State on its level of compliance against the Single European Sky Regulations, where applicable. This LSSIP documents ear 2011 describe the situation in the State at the end of December The LSSIP documents are structured into four parts to better differentiate the Stakeholder(s) accountable for the information contained in each of them: Part I State Context (Chapters 1 to 4), presents the key players in the State, and sets the institutional and geographical scenes to help the reader understand the specifics of the State and interpret the rest of the document correctly. It also presents a short description of the main national and regional projects in which the national Stakeholders are involved. Part II Implementation of ESSIP Objectives (Chapters 5 to 13), contains high-level information on progress and plans of each ESSIP Objective, grouped per ESSIP domain. The information for each ESSIP 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 Part II. ote: This Part II 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 ESSIP 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 ESSIP. Part III Implementation of SES Legislation (Chapters 14 and 15), where the States are invited to fulfil their reporting obligations to the European Commission comprising the Annual Report on SES Implementation (Article 12 of Regulation (EC) o 549/2004) through Chapter 14, and the Annual Report on the Application of FUA (Article 8 of Regulation (EC) o 2150/2005) through Chapter 15. This Part III, being a State s responsibility, is signed by the Ministry of Transports, or by the authority the Ministry delegates this task to. Part IV Traffic and ATM Performance (Chapters 16 to 18), contains information on the evolution of traffic (en-route and at main airport(s)), and the State s five-year plans to improve its performance and achieve its targets in respect of Cost-Efficiency and en-route Capacity LSSIP ear 2011 Italy ix Released Issue

16

17 LSSIP ear 2011 PART I - STATE COTEXT LSSIP ear 2011 Italy Released Issue

18

19 Chapter 1 - ational Stakeholders Current Italy s LSSIP sets out the medium term plans and implementation activities pursued by the Italian stakeholders to achieve the Implementation Objectives reported in the European Single Sky ImPlementation (ESSIP). Furthermore, this document aims to monitor the current situation of ATM system performances and the necessary actions taken to achieve full compliance with the Single European Sky Regulations. The key players are: 1. Ente azionale per l Aviazione Civile (EAC)/Civil Aviation and ational Supervisory Authority; 2. Aeronautica Militare (AM)/Italian Air Force (ITAF) Military Authority; 3. EAV SpA Società azionale per l Assistenza al Volo/Italian Company for Air avigation Services; 4. Airport Operators (SEA Aeroporti Milano, AdR Aeroporti di Roma, SAVE S.p.A.). Furthermore, there is an independent Investigation Authority (Agenzia azionale per la Sicurezza del Volo, ASV), reporting directly to the Prime Minister, which is responsible for accident and serious incident investigations. The activities of the above mentioned key players are detailed in the following chapters. 1.1 Civil Regulator(s) General information Civil Aviation in Italy is the responsibility of the Ministry of Transport. The different national entities having regulatory responsibilities in ATM are summarised in the table below. The CAA is further detailed in the following sections. Activity in ATM: Organisation responsible Legal Basis Rule-making EU and/or EAC See details in paragraphs below Safety Oversight Establishment of Tolerable Safety Levels Italian Civil Aviation Authority (EAC) and Minister of Infrastructure and Transport (M of IT) * EAC See details in paragraphs below Art. 687 of Codice della avigazione Safety Performance Monitoring EAC Art. 687 of Codice della avigazione Enforcement actions in case of non-compliance with safety regulatory requirements Airspace Economic EAC EAC Department of Civil Aviation, Italian Air Force, EAV Ministry of Finance and Economy / M of IT and EAC review annually AS charges in cooperation with Ministry of Finance and Economy and Ministry of Defence Art. 687 of Codice della avigazione See details in paragraphs below See details in paragraphs below Environment Ministry of Environment / EAC See details in paragraphs below Security Minister of Internal Affairs * Safety oversight of AS to civil flights on military airports open to civil aviation is performed by EAC with a delegation issued to ITAF in the context of the MOU signed on 22 october The ational Supervisory Authority, as per SES Service Provision Regulation is described in Chapter 14. LSSIP ear 2011 Italy Part I - Chapter 1-1 Released Issue

20 1.1.2 EAC EAC, the Italian Civil Aviation Authority, has been appointed as regulator and ational Supervisory Authority in ovember 2004 with dedicated law 265/2004. This appointment has been included in the new version of basic code of Air Law (change to Italian avigation Code) in Italy - issued in June thus completely implementing the separation of regulation and safety oversight from the service provision. EAC is also responsible for the regulation for environmental matters in ATM. EAC is under the supervision of the Ministry of Transport, which remains responsible for the Italian civil aviation policy. Historically EAC 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, EAC issued a national Regulation for oversight and certification of Airport Operators on the basis of ICAO Annex 14. Italian Territory is divided into Airport Districts ( Circoscrizioni 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, Fire figthing 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 EAC. The relevant air traffic services are provided by either EAV 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 approving the proposed user charges, however the new SES Reg1794/2006 on charging schemes assigns to the SA the oversight on user charge definition process. Further information about EAC is provided on the following web site: Organizational arrangements of various stakeholders are depicted as appropriate in Annex B. For SES and SA matters, see Chapter 14. Annual Report published: /rapporto2010_web pdf LSSIP ear 2011 Italy Part I - Chapter 1-2 Released Issue

21 1.2 EAV S.p.A. Air avigation Services (AS) in Italy for GAT are provided by EAV S.p.A. within the Airspace respectively assigned by ational Law. Others ASPs are designated to provide AFIS on minor airports Entirely controlled by the Ministry of Economy and Finance and supervised by the Ministry of Infrastructures and Transport, EAV S.p.A. is the result of the transformation of the ational Agency for Flight Assistance into a joint-stock Company which occurred in 2001, after the previous transformation into a State-Controlled Enterprise in ame of the ASP: EAV S.p.A Governance: Joint-Stock Public Company Services provided / Comment ATC en-route ATC approach ATC Aerodrome(s) AIS CS MET ATCO training Ownership: Others APRO management shared with Airport Operators Additional information: Provision of services in other State(s): See details in Chapter % State-owned by Minister of Finance and Economy Every 3 years EAV signs specific programme and service contracts with the Ministry of Finance and Economy, which acts also as economic regulator, by approving the proposed user charges. EAV web address is: EAV organizational arrangements are included in Annex B. 1.3 Military Authorities - Italian Air Force (ITAF) 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 USAM Ufficio Generale Spazio Aereo e Meteorologia) accountable for services internal supervision and the units responsible for the provision of Air avigation 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, CS and MET Services to General Air Traffic (GAT) without certification. Internal supervision activities and provision of Air avigation Services to GAT are ensured by Italian Air Force in compliance with European Community laws and national regulation promulgated by the ational Supervisory Authority, Ente azionale per l Aviazione Civile (EAC). AS to GAT are provided by ITAF under the supervision of EAC and in accordance with a special agreement signed by the two organizations. The regulatory, service provision and user role in ATM are detailed below. LSSIP ear 2011 Italy Part I - Chapter 1-3 Released Issue

22 1.3.1 Regulatory role Regulatory framework and rule-making 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: Rules of the Air for OAT Oversight 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 Organisation of military ATS for GAT OAT/GAT Coordination OAT/GAT Coordination ATCO Training ATCO Training ATCO Licensing ATCO Licensing ASP Certification ASP Certification ASP Supervision ASP Supervision Aircrew Training ESARR applicability Aircrew Licensing Additional Information: Additional Information: Means used to inform airspace users (other than military) about these provisions: Means used to inform airspace users (other than military) about these provisions: ational AIP ational AIP ational Military AIP ational Military AIP EUROCOTROL eaip EUROCOTROL eaip Other: Flight Information Publication (PIV) Other: Flight Information Publication (PIV) OAT ational oversight body for OAT: ITAF Additional information: GAT ational Supervisory Authority (as per SES reg. 550/2004) for GAT services provided by the military in accordance with a special agreement signed by EAC and ITAF on 22 October 2007 Additional information: Further and detailed information are reported on next Part III Chapter 14 paragraph SA Establishment and Responsibilities. Information on Civil-Military airspace coordination are presented in Chapter 6 and in The Annual Report on the Application of FUA, Chapter 15. ITAF web address is: Military Authority organizational arrangements are included in Annex B. LSSIP ear 2011 Italy Part I - Chapter 1-4 Released Issue

23 1.3.2 Service Provision role Accordingly 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 AS to civil traffic in GAT in the airspace /airports under military responsibility. In accordance with the European Community Regulation CE 1108/2009, ITAF provides AS to GAT within the respectively air space established by national law, insuring a level of safety that is at least as effective as that required by the essential requirements as defined in the above mentioned European Regulation. Performance and capability levels related to AS 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 AS within the Airspace assigned by ational Law.. Details are exploded in the following paragraph 1.3.3/1.3.4 and next Chapter 2 paragraph 2.3 ATC Units. AS to OAT (operational air traffic) are provided by ITAF within Italian FIRs. Services Provided: OAT Services Provided: En-Route En-Route Approach/TMA Approach/TMA Airfield/TWR/GD Airfield/TWR/GD GAT AIS AIS MET MET SAR SAR TSA/TRA monitoring FIS Additional Information: Other: FIS, CS Other: CS Additional Information: Military ASP providing GAT services SES certified? Certificate issued by: Additional Information: See general comment 1.3 If ES, since: Duration of the Certificate: If O, is this fact reported to the EC in accordance with SES regulations? User role IFR inside controlled airspace, Military aircraft can fly? OAT only GAT only Both OAT and GAT X If Military fly OAT-IFR inside controlled airspace, specify the available options: Free Routing Within specific corridors only Within the regular (GAT) national route network Under radar control Within a special OAT route system Under radar advisory service If Military fly GAT-IFR inside controlled airspace, specify existing special arrangements: o special arrangements Exemption from Route Charges Exemption from flow and capacity (ATFCM) measures Provision of ATC in UHF CS exemptions: RVSM 8.33 Mode S ACAS Others: LSSIP ear 2011 Italy Part I - Chapter 1-5 Released Issue

24 1.4 Airports General information Major airports, whose land belongs to the Italian civilian administration, are operated by stock companies under concession by EAC. 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 EAC; 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 ASP (EAV); in others directly by the Airport Operator. In any case EAC 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 on the basis of EU Regulation 793/ Airport(s) covered by the LSSIP The criteria to determine the airports concerned by the LSSIP ear 2011 are: - the main national airport of the State (LSSIP Part II and IV); or - the airports identified as potentially having an effect upon the network in terms of ATFCM delays (Cf. etwork Operations Plan Summer 2011, Chapter 10, Airports Plans, ATFCM) (LSSIP Part IV); or - the airports with more than 150,000 commercial air transport movement in 2010 (LSSIP Part IV); or - the airports contained in Table 8 of Part 4, Annex B of the ESSIP Plan Edition 2011 (LSSIP Part II). According to these criteria the airports covered in this LSSIP are: Milano Linate Milano Malpensa Roma Fiumicino Venezia Tessera 1.5 Accident/incident Investigation Body Technical investigations Agenzia azionale per la Sicurezza del Volo (ASV); the Italian Air Safety Board, was established by the legislative decree n. 66 of the 25th of February It is a public institution, with autonomous decision making authority and it is settled as an independent body within the Civil Aviation System. The objectivity of its dealings is assured as requested by Directive 94/56/CE. ASV is under the direct surveillance of the Presidency of the Council of Ministers. ASV is an institution with a prevailing investigative connotation, which does not have regulatory or management tasks within the national Civil Aviation System. The ASV main tasks are to conduct: 1. technical investigations for Civil Aviation aircraft accidents and serious incidents and to issue safety recommendations as appropriate (with the exclusion of accidents and incidents to State aircraft); 2. studies and surveys aimed at increasing flight safety; 3. technical investigations for Civil Aviation aircraft accidents and incidents and to issue safety recommendations as appropriate (with the exclusion of accidents and incidents to State aircraft); 4. studies and surveys aimed at increasing flight safety. Incidents other than serious incidents are investigated by EAC. LSSIP ear 2011 Italy Part I - Chapter 1-6 Released Issue

25 1.5.2 Collection, Evaluation & Processing of Data In conformity with the legislative decree 213/2006 ASV - which endorse EC directive 2003/42 - has established a Voluntary Reporting System, so organized that confidentiality is assured. In order to collect, evaluate, process and store all relevant information, ASV uses the tools developed in the frame of the programme for the European Co-ordination Centre for Aviation Incidents Reporting System (ECCAIRS) Civil-Military Accidents/Incidents In case of incident or accident occurred to civil and military flights while managed by military ATM units ITAF assures the occurrence report both to EAC and ASV in compliance to the legislative decree n. 66 of the 25th of February 1999 and 213/2006. The format for the occurrence report made by the operator is the same both for internal and external communication. LSSIP ear 2011 Italy Part I - Chapter 1-7 Released Issue

26 Chapter 2 - Geographical Scope 2.1 International Membership Italy is a Member of the following international organisations in the field of ATM: Organisation Since CASO 1996 (founding member) EATRADA 2009 ECAC 1955 (founding member) EUROCAE 2009 EUROCOTROL April 1996 European Union 1957 (founding member) European Common Aviation Area 2006 EASA 2003 ICAO 1949 JAA 1970 ATO 1949 (founding member) SESAR Joint Undertaking Geographical description of the FIR(s) This LSSIP covers the three Italian UIR/FIRs (namely Brindisi UIR/FIR, Milan UIR/FIR, Rome UIR/FIR) as established by the relevant ICAO Regional Air avigation 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 (Geneve, Zurich), Austria (Wien), Slovenia (Ljubljana), Croatia (Zagreb), Serbia (Belgrade), Albania (Tirana), Greece (Aten), Malta (Malta) and Tunisia (Tunis) which is a non-ecac bordering state LSSIP ear 2011 Italy Part I - Chapter 2-1 Released Issue

27 2.3 ATC units EAV s ATC units in the Italian airspace, which are of concern to LSSIP process, are the following: EAV ATC Unit Brindisi ACC Milano ACC Padova ACC Maximum number of sectors/positions in Ops 1 En-route 6 + FIC 10/ FIC FIC TMA Sectors or APP/TWR Positions 6/7 4 Associated Airspace Brindisi FIR/UIR, Roma FIR/UIR, Brindisi TMA 2. Western part of Milano FIR/UIR, Milano TMA 2, Linate CTR, Malpensa CTR, Bergamo CTR, Lugano CTR. Eastern part of Milano FIR/UIR, Roma FIR (around FRZ VORTAC and AC VOR), Padova TMA 2. Roma ACC 15 + FIC 6 5 Roma FIR/UIR, Milano FIR/UIR, Roma TMA 2, Roma CTR. SAAV Fiumicino X ATZ Fiumicino TWR service SAAV Linate X ATZ Linate TWR service SAAV Malpensa X ATZ Malpensa TWR service CAAV Bari X CTR + ATZ Bari APP/TWR service CAAV Bergamo X ATZ Bergamo TWR service CAAV Bologna X CTR + ATZ Bologna APP/TWR service CAAV Catania X ATZ Catania TWR service CAAV apoli X CTR + ATZ apoli APP/TWR service CAAV Olbia X CTR + ATZ Olbia and part of Alghero CTR Remarks ATC + FIS service: GD to UL within and over Brindisi FIR/UIR and TMA, plus part of the South Eastern airspace of Rome FIR/UIR GD to FL 305 ATC + FIS service: Western part of Milano FIR/UIR from GD to FL 315 ATC + FIS service: Eastern part of Milano UIR/FIR from GD to UL plus part of Roma FIR around FRZ VORTAC GD to FL 195 ATC + FIS service: Majority of Roma FIR/UIR, plus part of the western airspace over Milano UIR (above FL 315), part of Milano FIR around PIS VOR APP/TWR service CAAV Palermo X CTR + ATZ Palermo APP/TWR service CAAV Torino X CTR + ATZ Torino APP/TWR service 1 Referred with Ops in There are no specifics ATC units for the Italian TMAs: in fact, the relevant ATS functions are performed by the respective ACCs, within which specific ATC sectors play an APP role or a combined En-Route/APP role. 3 Milano ACC max sectors numbers is 17 (10 ER + 7 TMA or 11 ER + 6 TMA) 4 APP for LIMC, LIME, LIML, LSZA. 5 APP for LIRF, LIRA and LIRU (Roma CTR). LSSIP ear 2011 Italy Part I - Chapter 2-2 Released Issue

28 CAAV Venezia X CTR + ATZ Venezia APP/TWR service CAAV Verona X CTR Verona APP service UAAV Alghero X CTR + ATZ Alghero APP/TWR service UAAV Ancona Falconara X CTR + ATZ Ancona Falconara APP/TWR service UAAV Brescia X ATZ Brescia Montichiari TWR service UAAV Cagliari X ATZ Cagliari TWR service UAAV Firenze X CTR + ATZ Firenze APP/TWR service UAAV Forlì X ATZ Forlì TWR service UAAV Genova X CTR + ATZ Genova APP/TWR service UAAV Lamezia X CTR + ATZ Lamezia APP/TWR service UAAV Pantelleria X ATZ Pantelleria TWR service UAAV Parma X CTR + ATZ Parma APP/TWR service UAAV Perugia X CTR + ATZ Perugia APP/TWR service UAAV Pescara X CTR + ATZ Pescara APP/TWR service UAVV Reggio Calabria UAAV Roma Urbe UAAV Ronchi dei Legionari UAAV Taranto Grottaglie X CTR + ATZ Reggio Calabria APP/TWR service X ATZ Urbe TWR service X CTR + ATZ Ronchi dei Legionari APP/TWR service X CTR + ATZ Grottaglie APP/TWR service Military ATS units (authorized to provide ATS without certification by State) are directly responsible for the provision of ATC services to several airports and CTRs located within airspace under military jurisdiction; with reference to the ITAF Airports that handled commercial air traffic, the ATC Units are the following: ITAF ATC Unit Maximum number of ATC positions in Ops Associated Airspace Remarks Brindisi X CTR + ATZ Brindisi APP/TWR service Ciampino X ATZ Ciampino TWR service Decimomannu X CTR Decimomannu APP service to Cagliari Istrana X CTR Istrana + ATZ Treviso APP/TWR service to Treviso Sant Angelo Pisa X CTR + ATZ Pisa APP/TWR service Romagna X CTR Romagna + ATZ Rimini APP service to Forlì + APP/TWR service to Rimini Sigonella X CTR Sigonella APP service to Catania Trapani X CTR + ATZ Trapani APP/TWR service Verona Villafranca X ATZ Villafranca TWR service to Verona Villafranca Grosseto X CTR Grosseto APP service to Siena Ampugnano Amendola X CTR Amendola APP service to Foggia Gino Lisa LSSIP ear 2011 Italy Part I - Chapter 2-3 Released Issue

29 Air traffic services to OAT are provided by ITAF with the 4 SCCAM (Coordination and Control Service for the Air Force) co-located within EAV s ACCs and the other Military ATC Units. The SCCAM location inside the EAV s ACC ensures close cooperation between civil and military Air Traffic Controllers with the provision of services (GAT by EAV, OAT by ITAF) regulated by local Letters of Agreement in accordance with Italian legislation. The co-location of civil and military controllers in the same operational room allows them to use the same fully integrated equipment. 2.4 Airspace Classification and Organisation Italian airspace is divided vertically in: UPPER airspace, above FL 195; LOWER airspace, from GD to FL 195 included. The LOWER airspace is divided into three Flight Information Regions (Milano FIR, Roma FIR and Brindisi FIR); airspace above FIR is defined as belonging to Upper Flight Information Regions (UIRs). Starting from 23rd December 2004 Italian airspace from FL195 excluded up to FL460, is categorised as ICAO C. 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 460 class C above FL 460 class G 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, AW, ADR, CTR under EAV or military jurisdiction and ATZ of controlled aerodromes within CTR). LSSIP ear 2011 Italy Part I - Chapter 2-4 Released Issue

30 Four TMAs exist in Italian FIR: Milano, Roma, Padova and Brindisi, with the following characteristics and airspace classification: TMA Milano FL 195 included 2500 FT AMSL or 1500 FT AGL whichever is higher CLASS A TMA Roma FL 195 included 2500 FT AMSL or 1500 FT AGL whichever is higher CLASS A TMA Padova FL 195 included FL 115 excluded CLASS D FL 115 included 4500 FT AMSL or 1500/3000 FT AGL whichever is higher* CLASS E * (for details see AIP Italy ER 2.1.1) TMA Brindisi FL 195 included FL 115 excluded CLASS A FL 115 included 4000 FT AMSL or 1500 FT AGL whichever is higher CLASS E Italian CTRs are divided in CTRs under EAV 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 EAV JURISDICTIO: Bologna, Genova, apoli, Olbia, Palermo, Torino and Venezia are classified: C. In case of any APP/RADAR unavailability, above mentioned CTR and Relevant ATZ are downgraded to class D. Alghero, Ancona, Bari, Bergamo, Firenze, Grottaglie, Lamezia, Linate, Lugano, Malpensa (from GD to 1500 FT)*,Parma, Perugia, Pescara, Reggio Calabria, Roma, Ronchi dei Legionari and Verona are classified: D. * Malpensa CTR is classified A from 1500 FT excluded to its upper limit CTRs under MILITAR JURISDICTIO*: Aviano, Cagliari, Gioia del Colle, Pisa, Trapani, Treviso from FL 195 to upper limit are classified: C. Amendola, Aviano, Brindisi, Cagliari, Catania, Gioia del Colle, Grazzanise, Grosseto, Latina, Lecce, Piacenza, Pisa, Romagna, Trapani, Treviso from lower limit up to FL 195 are classified: D. * (for details see AIP Italy ER2.1.3) ATZ ATZ of controlled aerodromes located within CTR adopt the same classification of the CTR. The following ATZ of controlled aerodromes, not located in CTRs and subject to special regulation, are classified G : Frosinone, Viterbo, Roma/Guidonia, Pantelleria, Roma/Urbe, and Luni/Sarzana. ATZ of uncontrolled aerodromes are classified G. LSSIP ear 2011 Italy Part I - Chapter 2-5 Released Issue

31 Chapter 3 - ational Projects According to the Context and Strategic Objectives of the ATM Master Plan update, the objective of the SES and ESSIP is to achieve a future European Air Traffic Management (ATM) system which is able to improve the quality of AS in safety, capacity, cost-effectiveness and environment performance areas, in line with assigned measurable performance targets. Such targets need to be derived from those arising from the overarching political vision which drove the start of the SESAR Definition Phase in 2005, taking into account the evolutions occurred since then in the last 7 years. The Future European ATM System was defined to fulfil the following four high level strategic targets for 2020: Enable a 3-fold increase ATM capacity, if necessary,reducing delays both on the ground and in the air; Improving the safety performance by a factor of 10; Enable a 10% reduction in the effects flights have on the environment and; Provide ATM services at a unit cost to the airspace users which is at least 50% less. With the CE Regulations 691/2010, 1191/2010 and 677/2011 the European States agreed: to adopt a Performance Scheme which includes specific cost efficiency targets and capacity targets for 2014 (expressed by mean of maximum average delay per flight). Such targets where declined starting from the original 2020 high level strategic targets, taking into account the updated traffic forecast and rate of growth following the temporary downsize of the European Economy in ; to adopt a new charging regulation, which puts in place the financial dimension of the Performance Scheme adopted. It will enable the cost efficiency improvements and the incentive schemes for air navigation service providers and airspace users foreseen in the performance Regulation; to instantiate a etworking Manager function, which shall facilitate the implementation of the single European sky and in particular shall contribute to the deployment of SESAR according to the European ATM Master Plan. The ATM Master Plan and thus the ESSIP, which represents the deployment layer of the Master Plan, need to be updated in line with the adopted Performance Scheme, thus to ensure that all the major investments are devoted to pursue the targets with the best value for money. Along with these lines, LSSIP Italy reports that the air navigation services are addressed in a gate-to-gate approach with the aim of improving the overall performance of the European network and providing the best results, in particular when they are considered in a global and integrated approach. Furthermore, taking into account the interdependencies between the performance areas at EU-wide and at national/fab level, as well as the trade-off between performance targets and the related indicators, the contribution to each area of performance may be established and effective with a long-term view. Given the primary objectives of safety (of which the performance indicators still have to be properly defined), it is useful to note that: for the capacity performance area: each single implementation will not be able to determine a direct change to the en route sector and/or runway nominal capacity values, the main expectation will be from the implementation of the whole planned activities and the most important effects are expected from 2015 onwards; for the cost-efficiency area: the contribution, expected from the abovementioned Implementation Objectives, to the whole ATM performance, could be fully evaluated not before the end of the first reference period of the European performance scheme application (2014) and considering the effects both at European and national/fab level; for environment performance area: the contribution to reduce CO2 and/or oise as well as to mitigate the climatic changes will depend by the joint activity and cooperation with the Airspace Users. The ASP focus will be to address the optimizations of the ATS route network available from the pre-flight phase (flight planning) and to implement useful tools to facilitate ATCOs in their activity to grant the Airspace Users preferred trajectory considering the full compliance with safety requirements and AS capacity needs. LSSIP ear 2011 Italy Part I - Chapter 3-1 Released Issue

32 EAV is carrying out a number of ational Projects strictly linked to specific E/LSSIP Implementation Objectives and IP1 Operational Improvements. A summary table is provided below. As shown in the Italian Performance Plan presented in June 2011, investments provide major benefits to the overall ATM system from an operational and technical perspective. In fact, the majority of the investments will increase safety and capacity (i.e., through better utilization of airspace resources, improving situational awareness for aerodrome controllers, through early and systematic conflict detection, etc.) as well as on the environmental area (i.e., reduction of noise, emissions and fuel usage, etc.). Therefore, even if in presence of a concrete benefit for the users, it seems complex to identify a direct correlation of the project with the cost efficiency indicator being the investments listed in the table below functional to the achievement of the European ATM Master Plan and performance targets. Considering what above mentioned the optimal solution would be to determinate the cost-efficiency KPA considering the overall benefit achieved at European network level. In any case, in order to provide a qualitative benefit description related to the implementation of the listed projects a cost-effectiveness evaluation has been provided. LSSIP ear 2011 Italy Part I - Chapter 3-2 Released Issue

33 ame Schedule Description Scope Status Link with ESSIP Objective AIP PLUS (AIXM implementation) A-SMGCS/APRO Adjustement in Milano Malpensa and Roma Fiumicino The Project is about the definition of system requirements for processing new generation OTAM (XOTAM) and their parallel treatment with existing OTAM 2010 The Project aims at the realization of the Routing/Planning function in range of A- SMGCS system allowing a dynamic management of Aircraft arrival and departure Ongoing Closed AOM19 AOP03 AOP04.1 Expected Contribution to Key Performance Areas CAPACIT: Increased through better utilization of airspace resources within and across airspace boundaries and potential increase, through dynamic adjustment of airspace resources at the European etwork level. SAFET: Improved through better co-ordination of civil and military airspace needs at the European etwork level. Potential gains through more efficient airspace allocation and better knowledge of traffic environment. COST EFFECTIVEESS: Potential cost reduction through the availability of more optimum routes/trajectories at European etwork level. EVIROMET: Emissions reduced through the use of more optimum routes/trajectories at the European etwork level. CAPACIT: Ability to maintain traffic throughput during periods when aerodrome traffic cannot be observed visually by aerodrome controllers, through the use of surveillance information and appropriate procedures. SAFET: Improved situational awareness for aerodrome controllers, particularly during periods of reduced visibility and darkness will enhance safe operations. COST EFFECTIVEESS: More efficient control of aerodrome surface traffic, leading to a reduction in delay and fuel burn. EVIROMET: Reduction of noise and emissions. LSSIP ear 2011 Italy Part I - Chapter 3-3 Released Issue

34 ame Schedule Description Scope Status Link with ESSIP Objective Multilateration Systems (Bergamo, Venezia, Bologna, Torino) eatms : Configuration Systems and Software generation SATCAS functional adjustement The Project aims at the implementation of Multilateration Systems for surveillance in airports already RADAR SMR provided The Program aims at completing the Configuration Management Systems in the tool chain supporting the SW ATM life cycle. The ew technology allows the utilization of integrated systems for developing phase automation: from requirements definition to system test, assuring traceability between different level requirements The Project aims at the installation, integration and deployment of new HW/SW Intel/Linux Ongoing Ongoing Ongoing AOP04.1 ATC02.2 ATC07.1 ATC12 IT AGDL IT- COTR SUR02 SUR04 Expected Contribution to Key Performance Areas CAPACIT: Ability to maintain traffic throughput during periods when aerodrome traffic cannot be observed visually by aerodrome controllers, through the use of surveillance information and appropriate procedures. SAFET: Improved situational awareness for aerodrome controllers, particularly during periods of reduced visibility and darkness will enhance safe operations COST EFFECTIVEESS: More efficient control of aerodrome surface traffic, leading to a reduction in delay and fuel burn. EVIROMET: Reduction of noise and emissions. CAPACIT: SAFET: COST EFFECTIVEESS: More efficient planning and operational decision making. EVIROMET: CAPACIT: Potential reduction of controller workload. SAFET: COST EFFECTIVEESS: More efficient planning and operational decision making. EVIROMET: LSSIP ear 2011 Italy Part I - Chapter 3-4 Released Issue

35 ame Schedule Description Scope Status Link with ESSIP Objective 4Flight : ew ATM Platform PES (Pan European etwork Service) OLDI Migration from X.25 to IP The Project aims at realizing the first version of new generation ATM platform (4Flight) through a plan, compliant to SESAR requirements, shared with DSA French Provider Pan European etwork Service 2012 The Project aims at modernizing OLDI communications migrating them over IP protocol Ongoing Ongoing Ongoing ATC02.5 ATC02.6 ATC02.7 ATC15 COM09 COM09 IT-FMTP Expected Contribution to Key Performance Areas CAPACIT: Potential improvement of airport/tma system capacity SAFET: The systematic presentation of imminent and actual unauthorized penetrations into airspace volumes to controllers ahead of their occurrence, as provided by APW/MSAW/APM, is a major safety assurance tool. Early and systematic conflict detection and conformance monitoring enabled by ground based automated tools will reduce the need for tactical interventions, conformance monitoring reduces the risk of the impact of controllers and pilots errors. Possibility to maintain high level of safety with an increase in capacity due to a reduction of controller workload per aircraft. COST EFFECTIVEESS: Reduced costs through reduction in delays. EVIROMET: Reduced low level vectoring has a positive environmental effect in terms of noise and fuel usage. CAPACIT: SAFET: etwork provides high-performance operational, safety and security solutions. COST EFFECTIVEESS: Potential cost efficient as X.25 maintenance costs are increasing while TCP/IP costs are lower. EVIROMET: CAPACIT: SAFET: It meets current and future ATC-to-ATC communication needs and enhanced safety. Improvements in application performance and security and consequently safety benefits are expected too. Access to a unique air traffic industrywide extranet based on a private and shared infrastructure with service level agreements and performance guarantees.. COST EFFECTIVEESS: Potential cost efficient as X.25 maintenance costs are increasing while TCP/IP costs are lower. EVIROMET: LSSIP ear 2011 Italy Part I - Chapter 3-5 Released Issue

36 ame Schedule Description Scope Status Link with ESSIP Objective AMHS (ATS Message Handling System) ATS Message Handling System migration TOTEM self briefing The Project enables several types of integration with CED AOIS, which will autonomously manage a series of processes necessary to flight planning (Meteo/AIS documentations and FPL Management) with no dependencies with EAV personnel. Project aims at automating service providing functionalities (preflight phase), making informations and Meteo/AIS documentation available to all aeronautical users (licensed by EAV), using Client/server and TCP/IP protocol communications facilities, removing current geographical constraints etod FPL The project aims at implementing a tool to improve the data quality of Obstacle Charts surveys in the airports The project aims at implementing the distribution of FPL messages in ADEXP format via AOIS to the ational FDPs according to the entry into force of Amendment 1 to Doc Ongoing Ongoing Ongoing Ongoing COM10 IF04 IT-ADQ FCM03 IT-COTR Expected Contribution to Key Performance Areas CAPACIT: SAFET: COST EFFECTIVEESS: Potential cost efficient as X.25 maintenance costs are increasing while TCP/IP costs are lower. EVIROMET: CAPACIT: SAFET: Improved data control and traceability. COST EFFECTIVEESS: Improved treatment of all processes and avoidance of ambiguities and inconsistencies resulting in improved service levels, increased productivity and reliability. EVIROMET: CAPACIT: SAFET: Improved consistency reliability and integrity of aeronautical data. COST EFFECTIVEESS: EVIROMET: CAPACIT: SAFET: Reduction of human error. COST EFFECTIVEESS: Efficient planning and operational decision making both local and European etwork level. EVIROMET: LSSIP ear 2011 Italy Part I - Chapter 3-6 Released Issue

37 ame Schedule Description Scope Status Link with ESSIP Objective Data Link implementation (phase2) The Project aims at completing the compliance of VHF Data Link Service for all ACC and some main Airports AIRAS phase Adjustment of the system for procedures development and the electromagnetic analysis (AIRAS) for GSS Radar Plan Mode S The Project aims at integration and deployment of Mode S Radar functionalities SW implementation Mode S Project aims at integration and deployment of Mode S Radar functionalities Ongoing Ongoing Ongoing Ongoing IT-AGDL AV10 SUR02 SUR02 Expected Contribution to Key Performance Areas CAPACIT: Increased capacity through both reduction of voice congestion and increase in controller efficiency. SAFET: Through the delivery of standard and unambiguous messages (entailing significant error and fatigue reduction), the provision of a communications back up and the possibility of immediate message retrieval, data link communications are a major safety enhancement. COST EFFECTIVEESS: Data link is a cost-effective capacity increase enabler through sector productivity increase and delay cost savings. Aircraft operators will benefit of reduction. EVIROMET: CAPACIT: Provides a procedure with potential to enhance capacity due to lower minima than can be achieved through conventional PA. SAFET: Reduction in CFIT occurrences. Improved pilot situation awareness and reduced crew workload. COST EFFECTIVEESS: improved operation for runways with only conventional PA fallback during PA system outages. EVIROMET: Emissions and noise nuisance reduced by use of optimal flight procedures and routings and the elimination of stepdown approach procedures. CAPACIT: SAFET: Higher data integrity & unambiguous identification provides better air picture & reduction of effects of code/flight plan correlation errors. COST EFFECTIVEESS: Cost data can be found in doc. Mode S CBA ref. D9002/1.0-07/1998. EVIROMET: Reduction of radio frequency (RF) pollution. CAPACIT: SAFET: Higher data integrity & unambiguous identification provides better air picture & reduction of effects of code/flight plan correlation errors. COST EFFECTIVEESS: Cost data can be found in doc. Mode S CBA ref. D9002/1.0-07/1998. EVIROMET: Reduction of radio frequency (RF) pollution. LSSIP ear 2011 Italy Part I - Chapter 3-7 Released Issue

38 ame Schedule Description Scope Status Link with ESSIP Objective ational ADS-B net The Project aims at realization of a ational cooperative Surveillance net based on ADS-B technology working together with the radar net PSR/SSR EET The Project aims at providing the national ground network services able to connect to PES A-CDM 2012 The project will enhance the operational efficiency of airports and improve their integration into the Air Traffic Management etwork (ATM) providing a software support for information sharing and connecting all the involved stakeholders. Ongoing Ongoing Ongoing SUR05 COM09 AOP05 FCM01 Expected Contribution to Key Performance Areas CAPACIT: Provide capacity benefits similar to radar based systems. SAFET: Increase of controller's situational awareness, particularly in areas where there is no surveillance today. COST EFFECTIVEESS: Potentially cheaper than large scale radar infrastructure deployment, and sometimes the only viable surveillance solution. Subject to business case substantiation. EVIROMET: Optimize provision of Airspace Users preferred trajectory similar to radar based systems. CAPACIT: SAFET: COST EFFECTIVEESS: Potential cost efficient as X.25 maintenance costs are increasing while TCP/IP costs are lower. EVIROMET: CAPACIT: Enhanced airport capacity through optimal use of airside and landside facilities and services, better use of airport and ATFM slots. Reduce wasted capacity and delays. SAFET: The more effective airside and landside operations management, improved situational awareness of all actors and resulting reduced congestion has a positive effect on safety. Reduced unexpected overload situations COST EFFECTIVEESS: reductions of cost inducted by delays; punctuality improvements will reduce operating costs for all Stakeholders. EVIROMET: Reduced noise and emissions due to limiting engine ground running time due to better timed operations LSSIP ear 2011 Italy Part I - Chapter 3-8 Released Issue

39 Chapter 4 - Regional Co-ordination and Projects For information on Blue Med FAB project, see Chapter Regional Co-ordination EAV has a number of general agreements of co-operation with ASPs in neighbouring States. The following paragraphs describe the contents of the major agreements and memoranda established between EAV and the neighbouring States in the framework of regional coordination activities. These trans-national initiatives have resulted in 3 major groups of agreements: Plans for Air avigation Systems Harmonisation: - Italy France, EAV and the Tunisian Office of Airports (Office des Ports Aériens de Tunisie/OPAT), now Office of Civil Aviation and Airports (Office de l Aviation Civile et des Aéroports/OACA, 1997) - EAV and Croatian ATSA (Air Traffic Services Authority) 1997 Agreements on Bilateral Co-operation between: - Italy and Switzerland, EAV - and ATSA, Bulgarian Air Traffic Services Authority, EAV - ASC, Egypt ational Air avigation Services Company, EAV - MATS, Malta Air Traffic Services, EAV - RADA (Regional Air avigation Services Development Association), the association of the service providers of Ukraina, Georgia, Moldova, Azerbaijan and Armenia, EAV ATS, EAV ATA, Albania ational Air Traffic Agency, EAV OACA, Office de L'Aviation Civile et des Aeroports, Tunisia, EAV DSA cooperation, 2008 Memorandum of cooperation: - EAV and EUROCOTROL - With other adjacent States for the provision of specific services Plans for Air avigation Systems Harmonisation Plan for the Harmonisation of the Italian and French Air avigation Systems A joint Franco-Italian Plan for the Harmonisation of the Italian and French Air avigation Systems was signed on 3 December 1993 between the Italian AAAVTAG and the French Directorate of Air avigation (Direction de avigation Aérienne/DA). This plan is an extension and further development of the initial agreement to develop exchange of radar data between the two States involved and concerns, mainly, the Aix-en-Provence, Milan and Rome Area Control Centres (ACCs) as well as the related airports. According to this plan, the zone of co-operation between Italy and France can be divided into three different regions, i.e. the Alpine Region, frequently involving Swiss participation, the Mediterranean Region, concerning only Italy and France (which includes Corsica and Sardinia) and the Southern Mediterranean Region, in which it will be necessary to improve co-operation with Algeria and Tunisia which are close to both France and Italy. LSSIP ear 2011 Italy Part I - Chapter 4-1 Released Issue

40 The plan covers bilateral co-operation in the main domains of EATM and addresses, mainly, issues concerning the following: Surveillance; Communications; Airspace management and ATM procedures (ASM); ATM data processing systems and workstations, as better detailed in below; ATS/AIS; Human resources and training. The Franco-Italian plan, being the expression of the wish of the two States to ensure a commonality between their Air avigation Systems, is based on the co-ordinated development of their individual national systems whilst avoiding costly and inefficient lack of continuity caused by the redefinition of new systems on an individual basis Plan for the Harmonisation of the Italian and Tunisian Air avigation Systems A joint Italo-Tunisian Plan for the Harmonisation of the Italian and Tunisian Air avigation Systems was signed in Rome, on 21 February 1997, between the Italian EAV and the Tunisian Office of Airports (Office des Ports Aériens de Tunisie/OPAT), now Office of Civil Aviation and Airports (Office de l Aviation Civile et des Aéroports/OACA) to reinforce the already existing co-operation between the two States a The Agreement has been the framework of common actions undertaken at a technical level with the aim of harmonising and optimising the development of systems and could possibly constitute a background for an enhanced collaboration among the different countries within an area at the boundaries of two ICAO Regions and of the EUROCOTROL Convention. The Steering Committee has pointed out particularly the following actions and goals: Synergies of CS systems in the South Mediterranean Region; Common trials for the Mediterranean ADS using VDL; Harmonisation of technical and operational procedures (namely airspace management for the implementation of RVSM); Technical tests of the OLDI between Rome ACC and Tunis ACC; Mediterranean free flight and satellite navigation Plan for the Harmonisation of the Italian and Croatian Air avigation Systems A joint Italo-Croatian Plan for the Harmonisation of the Italian and Croatian Air avigation Systems was signed in Zagreb, on 9 October 1997, between the Italian EAV and the Croatian ATSA (Air Traffic Services Authority) to reinforce the already existing co-operation between the two States. It will be updated when necessary to meet the following objectives: Enhance the ATS offered to users, at optimum cost; and Harmonise and optimise the current and future ATC systems in particular by eliminating duplications. LSSIP ear 2011 Italy Part I - Chapter 4-2 Released Issue

41 4.1.2 Agreements on bilateral Co-operation Agreement on Bilateral Co-operation between Italy and Switzerland An Agreement on Bilateral Co-operation was signed on 15 ovember 1993 between the Italian AAAVTAG and the, at that time, Swisscontrol (now Skyguide) /Swiss Federal Office for Civil Aviation (FOCA). The Agreement covered a planning period of at least ten years and its main objectives were as follows: optimising the Air Traffic Management/Aeronautical Information Services (ATM/AIS) provided to airspace users; ensuring harmonisation and convergence of the two States ATM/AIS systems in line with the ECAC Strategy and the EATCHIP/EATM Programme; and utilising synergy in systems development. The Italian/Swiss Agreement covered bilateral co-operation in the main domains of EATM and addresses, mainly, issues concerning the following: Air Traffic Management in the Italian and Swiss airspace adjacent to their common FIR/UIR boundary; Surveillance; Communications; ATM/AIS data processing systems and workstations; and Human resources and training Agreement on bilateral co-operation between Italy and Bulgaria An Agreement on Bilateral Co-operation has been signed in Sofia, Bulgaria on July 4th, 2000 between the Italian Ente azionale di Assistenza al Volo EAV -and the Bulgarian Air Traffic Services Authority ATSA-. It starts in the framework of the national and European policy of development of the Balkan area, namely for the corridor 8 issue that foresees a multi- modal transportation link between the Adriatic Sea and the Black Sea. The Italian/Bulgarian Agreement covers an initial planning period of at least five years and pursues the following main objectives: optimising the ATM/CS services provided to the airspace users; assuring development and harmonisation of the two countries' ATM/AIS systems in line with ICAO/ECAC Strategy and the European Union and EURCOTROL Programmes; promoting synergies in system development; EAV shall keep ATSA informed about any relevant ATM/CS projects carried out within the European Commission framework. The scope of the co-operation will be within the following domains: Air Trafic Management ; Surveillance ; Communication; ATS data processing; Human Resources and Training. LSSIP ear 2011 Italy Part I - Chapter 4-3 Released Issue

42 Agreement on Bilateral Co-operation between ASC and EAV An Agreement on Bilateral Co-operation has been signed in 2001, between EAV and ASC (the Egyptian service provider). It starts in the framework of the national and Euro-African policy of development of the area. The EAV/ASC Agreement covers an initial planning period of at least five years and pursues the following main objectives: optimising the ATM/CS services provided to the airspace users; assuring development and harmonisation of the two countries' ATM/AIS systems in line with ICAO/ECAC Strategy and the European Union and EUROCOTROL Programmes; promoting synergies in system development; EAV shall keep ASC informed about any relevant ATM/CS projects carried out within the European Commission framework. The scope of the co-operation will be within the following domains: Air Traffic Management; Surveillance; Communication; R&D Agreement on Bilateral Co-operation between MATS and EAV An Agreement on Bilateral Co-operation has been signed during on 9 ovember 2005 in Malta, between EAV and MATS. It starts in the framework of the national and European policy of development of the Mediterranean area. The EAV/MATS Agreement covers an initial planning period of at least five years and pursues the following main objectives: Common understanding on the development of the Single Sky legislation in the area, with a particular view to the FAB concept; optimising the ATM/CS services provided to the airspace users; assuring development and harmonisation of the two countries' ATM/AIS systems in line with ICAO/ECAC Strategy and the European Union and EUROCOTROL Programmes; promoting synergies in system development; EAV shall keep MATS informed about any relevant ATM/CS projects carried out within the European Commission framework. The scope of the co-operation will be within the following domains: Air Traffic Management; Surveillance; Communication; R&D LSSIP ear 2011 Italy Part I - Chapter 4-4 Released Issue

43 EAV ATS co-operation Since the end of 2006 EAV is working together with ATS to define a general framework for cooperating in different areas of expertise such as CS/ATM training and automation, Traffic flow management and ATC tools, Advanced Safety nets etc. The major aim is to design a co-operative environment in which both ASPs can identify and discuss mutual support initiative where EAV and ATS can co-operate, both in services provided and in geographical location, to develop a commercial benefit from joint initiatives. EAV is now developing the cooperation with ATS on the following main threads: Collaboration on the development of a portfolio of modularized Training, in the view of the definition of the new training needs determined by the outcomes of SESAR. The training will consider basic training and on the job training, involving operations and engineers as well as Human Factors experts. The cooperation framework could also consider the exchange of instructors and trainees. Collaboration on airspace design and time based operations in TMA operations, (i.e. Heathrow and Rome). Operational exchanges, at ACC and HUB level, by direct participation of Operational personnel (ATCOs), technicians, engineers and operational management with the objectives of building ATC communities, both within and outside of ATS and EAV borders, and to consolidate a common operational understanding. To this end EAV will also share the positive experience of EDOPS the group of DSA and EAV ATCOs working on the 4FLIGHT programme In consideration of the need to make the best use of scarce ATCOs resources in SESAR JU activities, to promote the use of mixed (EAV/ATS) team of ATCOs within the validation exercise to be carried out in Agreement for Co-operation between ATA and EAV An Agreement for Co-operation has been signed in 2008 between EAV and ATA (Albania ational Air Traffic Agency) with the to the operational and technological developments and FABs definition. This Agreement covers: Cooperation and support for the operational and technological short/medium term improvements; Coordination for the participation to the SESAR JU; Cooperation on FAB activities; R&D activities as well as operational trials; Single European Sky an approach for generic compliance analyses and facts findings. The forms of cooperation may include the following: Exchange and provision of information and data on scientific and technical activities, developments, practices and results; Exchange of engineers and other operational specialists; Organization of seminars and other meetings; Common answer to call for tenders and execution of joint studies, projects or experiments; Fostering of mutual and joined participation to othe international initiatives and networks of cooperation; Enhancement/establishment of new CS/ATM technologies; Share the experience on the LSSIP implementation. LSSIP ear 2011 Italy Part I - Chapter 4-5 Released Issue

44 Agreement for Co-operation between OACA and EAV An Agreement for Co-operation has been signed in 2008 between EAV and OACA (Office de L'Aviation Civile et des Aeroports, Tunisia). This Agreement covers: Cooperation and support for the operational and technological short/medium term improvements; Cooperation on training activities; R&D activities and operational trials Memorandum of cooperation Memorandum of Co-operation between Eurocontrol and EAV A Memorandum of Co-operation between the EUROCOTROL Agency and EAV was signed at the end of 2008, which ratifies the decisions on common activities between the two agencies. Eurocontrol and EAV will co-operate, co-ordinate and exchange information in the following areas: Developments to support SES and SESAR Implementation Package 1: ADS-B development and validation; early validation of tools and processes supporting en-route and TMA operations, including TMA airspace optimisation based on RAV and AMA; airports operations and CDM, use of Aircraft data for TP enhancement and capture of safety related requirements, building of prototypes, FAB Definition, possibly performed in conjunction with other Adriatic states Developments to SESAR Implementation Package 2 & 3: Validation Infrastructure, En-route and TMA operations, Airport operations, etwork Information management, System Wide Information Management, CS Long-term & innovative research 4.2 Regional Projects COFLIGHT Coflight is a Flight Data Processing System (FDPS) of new generation designed to meet the needs of the European Air avigation Service Providers (ASPs) for the next 20 years, providing an innovative solution to need of harmonisation and interoperability among air traffic management systems in Europe. It also facilitates the integration of advanced controller tools in the global ATM system. The system will replace the current legacy FDPS, with no disruption to the operational service through a stepped implementation and deployment plan. The system, harmonised and interoperable on a European wide scale, is able to support air traffic control operations for the next 20 years, for the benefit of all the air transport stakeholders. The system contains features that will satisfy the general needs of ATM in Europe and is designed in a way to allow its integration in any air navigation services provider s environment. The system supports the following main missions: Flight data services for civil ATC; Flight data services for military ATC; Civil / military co-ordination. In the Civil Air Traffic Control mission (the main mission the system supports) the system provides services for en-route ACC(s), Approach and deep integration with the Aerodrome Control Functions. In the Military Air Traffic Control mission the system provides services to military Air Traffic Controllers for military flights, in a manner similar to the civil ATC mission. The system manages both IFR and VFR flights, providing specific services to VFR flights. LSSIP ear 2011 Italy Part I - Chapter 4-6 Released Issue

45 For the aforementioned missions, the system supports different modes of operation: Operational, Training, for the training of air traffic controllers and supervisors; Test, for the testing of new software versions, new operational and interoperability procedures and new system capacities. The system provides the following services, at the state of the art of the flight data processing domain: 4D trajectory prediction, based on an advanced aircraft modelling that takes into account meteorological data, temperature dependent aircraft performances, pilot intentions and traffic flow / airport constraints; improved co-ordination among Centres based on the application of Letters of Agreement and the Flexible Use of Airspace (FUA); integration of data exchanged with air-ground Data-Link systems; highly reactive management of airspace and route structures, dynamic adjustment of sector boundaries to balance ATC capacities and traffic load and automatic re-calculation of flights trajectories. The system includes support for the emerging European interoperability standards including: interoperability with ATC Centres, IFPS/CFMU, pilots, aircraft operators and airports; integration with of en-route / approach sequencing tools; use of multi-sector planning tools; improvement of co-ordination procedures supported by Medium Term Conflict Detection (MTCD) tools at centre boundaries; support of direct route across multiple centres. In order to reduce maintenance costs and to facilitate future developments, the system is designed according a service oriented architecture and complies with recognised market standards (e.g. CORBA, OMG based data distribution, linux OS). This new highly fault-tolerant architecture also complies with the Safety Regulatory Requirements applicable to CS-ATM systems (2096/2005 and 482/2008 European regulations). The basic principle for the implementation policy is to reduce risks by adopting an incremental development strategy. The level of change at each step is limited, enabling integration in stages in the overall ational and European ATM system architecture, rapid corrections in the case of error and a quick return of investments. Three Coflight versions are planned: V1, completed in 2008, which provides a new CORBA based middleware, the architectural infrastructure for the whole ATM system, and a basic version of the new FDPS, V2, to be delivered in January 2012, which will be the first version used in operational service, V3, to be released in 2015, which will provide the new ICOG based interoperability mechanism and integration with the aircraft through Data-Link. LSSIP ear 2011 Italy Part I - Chapter 4-7 Released Issue

46 FLIGHT (the new ATM Platform) DSA and EAV, following the common relevant strategic analysis to guarantee optimal performance in terms of safety, capacity, environmental impact and cost efficiency, and on the basis of the expected traffic growth for the next years, have shared the need to modernize their respective ATM infrastructures. In order to succeed with this major objective, DSA and EAV have performed a twofold activity: on one hand, they have proactively supported the European Commission in defining the regulatory framework which will allow to achieve the modernization of the ATM infrastructure and the objective of seamless operations across Europe; on the other, they have launched a common programme, called 4-Flight, to implement and put into operations the new ATM system capable to address such important goals. 4-Flight is a 10 year Programme aiming at defining, developing, validating and putting into operations, for both DSA and EAV, a new ATM System of next generation. 4-Flight will be compliant with Single European Sky regulations, SESAR and the European ATM Master Plan. The setup of the Programme 4-Flight was started in 2007 by extending the successful technological cooperation between the two parties in the context of Coflight Project. In 2010 EAV launched a public European competition to select the Supplier for 4-Flight, in co-ordination with DSA which launched on its side a corresponding European competition. The 4-Flight Programme is structured in two main steps: STEP 1 Baseline System: To develop, validate and put into operations by 2015 a first version of the new ATM System, called SESAR Baseline System. This version will be realized implementing the IP1 components as defined in the European ATM Master Plan, included some key components in common with DSA (Coflight as FDP, ARAS based surveillance system, common CORBA based middleware CARDAMOM). The implementation will be made according to common User Requirements (UR), elaborated in conformity with SESAR operational concepts. The SESAR Baseline System will be ready to implement the outcomes resulting from SESAR Research and Development activities, due to be finalised by Flight s architecture is designed to take on board key concepts of operations (e.g. the Gate-To-Gate Flight Object) providing a great improvement of en-route, TMA and approach ATC services, with significant benefits for airspace users. STEP 2 - Target System: Incremental evolution of the Sesar Baseline System achieving the full alignment to the new Operational Requirements introduced by SESAR Programme by The User Requirements Document (URD) includes interfaces, operational and technical aspects, a system outline, a high level operational concept, requirements organized per service and the Functional Hazard Analysis. The uniqueness of User Requirements is a fundamental pre-requirement to allow full interoperability in Europe. It opens the possibility to develop common products and to carry out joint validation activities. A High Level Operational Requirements Document has also been produced and approved by the Directors of Operations from both EAV and DSA. This strong commitment of operational staff since the beginning will be maintained all along the life of the Programme in order to ensure the consistency and validation between systems requirements and the operational capabilities as well as proper usability by operational staff. The involvement of operational end users is one of the main pillars of the programme. Since the programme launch, operational ATCOs and ATSEPs have been strongly and continuously involved during the system definition phase. A specific integrated team of ATCOs and ATSEPs called EDOPs (EAV DSA Operations) has been created under the leadership of EAV and DSA Heads of Operations. They will also be major actors during the development, integration and deployment phase. This strategy, very important for the success of the programme, will ensure timely and efficient system acceptance and operational use. LSSIP ear 2011 Italy Part I - Chapter 4-8 Released Issue

47 The boundary of the 4-Flight programme, defined jointly with DSA, includes the following requirements: Coflight FDP, as main enabler; Transversal requirements (IP1 compliance, performance and capabilities and Multi-Radar Tracker and other components); En-route centres, approaches and major towers deployment; Air surveillance, data presentation to both civil and military controllers, meteorological information; Safety nets, encompassing short term conflict alert, area proximity warning, approach path monitoring, minimum safe altitude warning; Controller assistance tools; Controller working position with a new advanced HMI; Communication assistance (Air-Ground Data-Link, new Ground-Ground communication); Departure and arrival sequencing tools; ew centralized supervision tools. The 4-Flight programme also encompasses training and simulation aspects, as well as maintenance and support EGOS A memorandum of co-operation (MoC) has been signed, in March 1999, among EAV, DFS (Germany), AEA (Spain), DA (France) (presently DGAC/DSA) and ATS (U.K.) with the aim to jointly define and promote the implementation and introduction in operational service of the European Geostationary avigation Overlay Service (EGOS) as the Augmentation service to GPS and GLOASS in the multimodal use for positioning, navigation and timing applications. The signatories of the MoC have created the EGOS Operators Infrastructure Group (EOIG). The Group has been joined, later, by Skyguide (Switzerland), av-ep (Portugal), CES and MA. A Mission Control Centre (MCC) was implemented at Ciampino, 2 Ranging and Integrity Monitoring Stations (RIMSs) were installed at Catania and Ciampino and 2 LES in Scanzano and Fucino. EAV is operating the Italian MCC and RIMS since the previous IOP (Initial Operational Phase) contract (signed in July 2005) and is among the shareholders of ESSP SAS, that is the signatory of the Contract for the EGOS Service Provision (ESP) Phase, with validity from October 2009 until the end To date, the EGOS infrastructure is owned by C.E. and the ESSP is providing the Signal in Space, which certification ( to support Safety of Life application ) has been achieved in June The Signal in Space will be able to support up to APV, approach with vertical guidance, phase of flight. At national level, EAV is developing the following facilities supporting EGOS operational validation from En-route operations up to APV I and II approaches (LPV like ): upgrade of automatic instrument procedure design tool (AIRAS), including the electromagnetic verification and GSS frequency spectrum availability verification; implementation of SEECA national infrastructure which will contribute to monitor the EGOS and GPS signals quality in the national airspace and to foster other application of GSS; setup of GSS data collection network (e.g. EDC); contributing to the development an implementation of the new operative set (RAV Procedures, SES, Gate to Gate) by the onset of Projects like, for instance, SEECA and SIAM 2; LSSIP ear 2011 Italy Part I - Chapter 4-9 Released Issue

48

49 LSSIP ear 2011 PART II - IMPLEMETATIO OF ESSIP OBJECTIVES LSSIP ear 2011 Italy Released Issue

50

51

52 Conventions Two colour codes are used for each ESSIP Objective box : o o one colour code is used to show the Objective Scope in the Objective ID cell, and another colour code is used to show the Objective Progress in the State and for each national stakeholder. Obj. ID (*) Obj. Title (By mm/yyyy of overall objective, inc non-state SloAs) Obj. Progress (**) State s high level progress statement REG (By:mm-yyyy) ASP (By:mm-yyyy) MIL (By:mm-yyyy) APO (By:mm-yyyy) REG high level progress statement ASP high level progress statement MIL high level progress statement APO high level progress statement State Impl. Date APO. Progress (**) APO Impl. Date ASP. Progress (**) ASP Impl. Date MIL. Progress (**) MIL Impl. Date APO. Progress (**) APO Impl. Date (*) Objective Scope Code: (**) Objective/Stakeholder Progress Code: SES and SESAR ECIP Completed o Plan ECAC Pan-European Partially Completed ot Applicable EU+ Planned Missing Data Multi- Multi-ational Late Harmonisation APT Airport related LSSIP ear 2011 Italy Released Issue

53 Chapter 5 - ATM Safety GE01 Implement European AS contingency measures for Safety Critical Modes of Operation (By:12/2008 / Active) EAV has in place contingency plans and procedures for SCMO. Technical failures are recovered by FALLBACK system which is used at EAV ACCs. Further a more performing system (named Disaster Recovery) is being implemented at EAV ACCs, Fiumicino and Malpensa TWRs, and AOIS. ATCOs are trained for contingencies. Contingency plans and procedures are in place in EAV ATS units REG (By: ) ASP (By: ) EAV Contingency Plans have been audited in the framework of EAV certification, in accordance with Common Requirements (EC 2096/2005). The Disaster recovery plan is to be audited EAV has in place contingency plans and procedures for SCMO. Technical failures are recovered by FALLBACK system which is used at EAV ACCs. Further a More performing System named "Disaster Recovery" is being implemented at EAV ACCs, Fiumicino and Malpensa TWRs, and AOIS. ATCOs are trained for contingencies. Contingency plans and procedures are in place in EAV ATS units Late Late Completed 12/ /2012 MIL (By: ) The implementation of this objective is planned by 12/2013 Late 12/2013 SAF04 Implement measures to reduce the risk of level bust occurrences (By:01/2008 / Active) A specific working group will be set up in 2012 to review the regulatory measures. EAV, based on recommendations from the European Action Plan for the Prevention of Level Bust, has comprehensive ATM measures in place to reduce the risk of level bust occurrences and work closely with operators and the Regulator to tackle down casual factors Late 12/2013 REG (By: ) A specific working group will be set up in 2012 to review the regulatory Late measures. 12/2012 ASP (By: ) EAV, based on recommendations from the European Action Plan for the Prevention of Level Bust, has comprehensive ATM measures in place to reduce the risk of level bust occurrences and work closely with operators and the Regulator to tackle down casual factors Completed MIL (By: ) Waiting for promulgation of specific national documentation Late 12/2013 SAF05 Implement measures to prevent air/ground communications induced safety occurrences. (By:01/2010 / Active) Completed As for the Regulatory measures, there is a multidisciplinary task force dedicated to this objective. Guidelines have been released in January 2010.EAV has improved its Operations Manual Phraseology Section in which all measures reported in the European Action Plan for AGC are enclosed REG (By: ) ASP (By: ) There is a multidisciplinary task force dedicated to this objective. The work has Completed been completed with the publication of Italian ational Guidelines EAV has improved its Operations Manual Phraseology Section in which all Completed measures reported in the European Action Plan for AGC are enclosed LSSIP ear 2011 Italy Part II - Chapter 5-1 Released Issue

54 SAF10 Implement measures to reduce the risk to aircraft operations caused by airspace infringements (By:12/2011 / Active) EAC introduced the adoption of the Airspace Infringement Plan of Eurocontrol in the EAC Safety Plan for In the meanwhile EAV is taking action to fully implement the appropriate parts of the European Action Plan on Airspace Infringement Risk Reduction REG (By: ) EAC introduced the adoption of the Airspace Infringement Plan of Eurocontrol in the EAC Safety Plan for In the meanwhile A specific working group will be set in 2011 to review the regulatory measures Late Late 12/ /2012 ASP (By: ) EAV has put into practice most of the recommendations and actions listed in Late the European Action Plan for Airspace Infringement Risk Reduction 12/2016 MIL (By: ) ITAF is waiting the outcome of the WG EAC Late 12/2016 SRC-AUDI Implementation of Safety Regulatory Auditing by ational Supervisory Authorities (SA) (By: / Active) Completed EAC runs a full fledged ATM Audit system, according to regulations 1034/2011 and 1035/2011. Procedures and detail are contained in Advisory Circular ATM 02.ITAF: the audit procedure is based on 1034/2011 and 1035/2011 regulations. It includes the request for corrective actions which, by the way, is the standard procedure for any other audit performed by USAM. Follow up audits are usually planned when evidence of corrective actions is not sufficient REG (By: ) EAC runs a full fledged ATM Audit system, according to regulations 1034/2011 Completed and 1035/2011. Procedures and detail are contained in Advisory Circular ATM 02 MIL (By: ) Completed SRC-CHG Implementation of Safety Oversight of Changes to ATM by ational Supervisory Authorities (SA) (By: / Active) The safety review, as mandated by regulation1315/2007 has been implemented by EAC, a specific procedure for the reporting of the analysis of the safety arguments will be developed by 03/2011. USAM established a process for the review of safety arguments included in specific directives Late 12/2012 REG (By: ) The safety review, as mandated by regulation1315/2007 has been implemented Completed by EAC MIL (By: ) ITAF is planning the implementation of the objective by 12/2012 Late 12/2012 SRC-OVCA Implementation of ATM Safety Oversight Capabilities by SAs (By: / Active) Completed Service Provider Certification Unit runs a safety oversight system for ATM REG (By: ) Service Provider Certification Unit runs a safety oversight system for ATM Completed MIL (By: ) All actions have been completed Completed LSSIP ear 2011 Italy Part II - Chapter 5-2 Released Issue

55 SRC-RLMK Implement the EUROCOTROL Safety Regulatory Requirements (ESARRs) (By: / Active) EAC is endorsing the SES regulation, and therefore is applying the ESARR in their transposed form 12/2020 Late REG (By: ) EAC is endorsing the SES regulation, and therefore is applying the ESARR in Late their transposed form 06/2012 MIL (By: ) ITAF has planned the activity by 2012 Late 12/2020 SRC-SLRD Safety Levels and Resolution of Deficiencies (By: / Active) Completed EAC is enacting the State Safety program according to ICAO Standards. In this framework the Safety levels will be identified and promulgated. A procedure for the resolution of safety deficiencies is enhanced and improved with respect to the present standards. The main safety KPI has been introduced in the performance plan and will be monitored in the framework of performance plan oversight. REG (By: ) EAC is enacting the State Safety program according to ICAO Standards. In this framework the Safety levels will be identified and promulgated. A procedure for the resolution of safety deficiencies is enhanced and improved with respect to the present standards. The main safety KPI has been introduced in the performance plan and will be monitored in the framework of performance plan oversight. Completed MIL (By: ) Level of safety and its review are granted Completed LSSIP ear 2011 Italy Part II - Chapter 5-3 Released Issue

56 Chapter 6 - Airspace Organisation and Management AOM13.1 Harmonize Operational Air Traffic (OAT) and General Air Traffic (GAT) handling (By:12/2015 / Active) Planned Italy is putting in place an internal consultation decision process to implement the objective. From operational side 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. REG (By: ) ASP (By: ) ational legislation in force (DPR 90/2010 dated 15/03/2010 and Air code) already states the definition and the coexistence of GAT and OAT. In addition, by 2015, all regulation applicable to GAT will be under European Commission and EASA responsibility ot Applicable 12/2013 From operational side common methods of traffic management are already Planned ensured by close cooperation between civil and military ATCOs, using the same or compatible radar systems, tools, procedures etc. 12/2012 MIL (By: ) ITAF is planning the implementation by 12/2013 Planned AOM19 Implement Advanced Airspace Management (By:12/2015 / Active) Partially Completed EAV target, according also to what requested by the EUROCOTROL Advanced FUA 2017 COOPS document, is: to follow a performance driven "modus operandi" based on the management of Airspace Configurations established with a collaborative civil military airspace planning at the European etwork 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. However, it has to be highlighted that to properly implement the Procedure 3 in the frame of ASP01, the ASM HB Amendment is expected by 06/2012 and the Digital OTAM initial operation is expected by mid 2012 with a full implementation by 2014/ /2015 ASP (By: ) EAV target, according also to what is requested by the EUROCOTROL Advanced FUA 2017 COOPS document, e.g. to follow a performance driven "modus operandi" based on the management of Airspace Configurations established with a collaborative civil military airspace planning at the European etwork 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. However, it has to be highlighted that to properly implement the Procedure 3 in the frame of ASP01, the ASM HB Amendment is expected by 06/2012 and the Digital OTAM initial operation is expected by mid 2012 with a full implementation by 2014/2015. Partially Completed AIP PLUS (AIXM implementat ion) 12/2015 MIL (By: ) Italian Air Force cooperates with Eurocontrol and ational Civil Service Provider Partially Completed to implement an advanced Airspace Management in the foreseen timeframe according to SESAR objectives. 12/2015 LSSIP ear 2011 Italy Part II - Chapter 6-1 Released Issue

57 AOM20 Implement ATS Route etwork (AR) - Version 7 (By:10/2013 / Active) Completed ATS route network is continuously revised and improved. Civilian and military components contributing to this task in close coordination where necessary. Projects are planned with different dates of publication and made known through AT RDSG, especially by the RDSG RDGE On line Route Planning Database. The changes stem from studies of both internal and external proposals, including the results of Blue Med FAB project activity and taking into account the views of FEP.All route network modifications contained in the extended timeframe of AR V7 have been implemented or planned for publication. ASP (By: ) ATS route network is continuously revised and improved. Civilian and military components contributing to this task in close coordination where necessary. Projects are planned with different dates of publication and made known through AT RDSG, especially by the RDSG RDGE On line Route Planning Database. The changes stem from studies of both internal and external proposals, including the results of Blue Med FAB project activity and taking into account the views of FEP. All route network modifications contained in the extended timeframe of AR V7 have been implemented or planned for publication. Completed MIL (By: ) The objective is not applicable for ITAF ot Applicable LSSIP ear 2011 Italy Part II - Chapter 6-2 Released Issue

58 Chapter 7 - Air Traffic Control & Data Processing Systems ATC02.2 Implement ground based safety nets - Short Term Conflict Alert (STCA) - level 2 (By:01/2013 / Active) Planned For EAV the review of current STCA implementation and identification of possible remedial actions in order to align the STCA functions and performances with the EUROCOTROL specification for STCA Level 2 has been undertaken. Once EAV plans will be defined, EAC will perform the oversight in the framework of the current SES Regulations (Common Requirements and Interoperability Regulation). 01/2013 REG (By: ) Specification have been approved within ESARRC by the State representative Planned 01/2013 Planned ASP (By: ) Review of current STCA implementation and identification of possible remedial actions in order to align the STCA Level I functions and performances with the EUROCOTROL specification for STCA Level 2 is ongoing e ATMS: Configuratio n systems and software generation 12/2012 MIL (By: ) ITAF has planned deployment of new radars to implement STCA functions Planned 01/2013 ATC02.5 Implement ground based safety nets - Area Proximity Warning - level 2 (By:12/2013 / Active) The implementation of APW Level 2 is foreseen in the frame of 4Flight project by /2016 Late REG (By: ) In due time the Eurocontrol Specification will be taken into consideration for Planned APW implementation 12/2013 ASP (By: ) The implementation of APW Level 2 is foreseen in the frame of 4Flight project by 2016 Late 4Flight: ew ATM platform 12/2016 MIL (By: ) ITAF has planned deployment of new radars to implement APW functions Planned 12/2013 ATC02.6 Implement ground based safety nets - Minimum Safe Altitude Warning - level 2 (By:12/2013 / Active) The implementation is foreseen in the frame of 4Flight project by /2016 Late REG (By: ) In due time the Eurocontrol Specification will be taken into consideration for Planned MSAW implementation 12/2013 Late ASP (By: ) The implementation is foreseen in the frame of 4Flight project by Flight: ew ATM platform 12/2016 MIL (By: ) ITAF has planned deployment of new radars to implement MSAW functions Planned 12/2013 LSSIP ear 2011 Italy Part II - Chapter 7-1 Released Issue

59 ATC02.7 Implement ground based safety nets - Approach Path Monitor - level 2 (By:12/2013 / Active) The implementation of APM Level 2 is planned in MILAO ACC for The implementation in ROMA ACC, BRIDISI ACC and PADOVA ACC is foreseen in the frame of 4Flight project by 2016 Late 12/2016 REG (By: ) In due time the Eurocontrol Specification will be taken into consideration for Planned APM implementation 12/2013 ASP (By: ) The implementation of APM Level 2 is foreseen in the frame of 4Flight project by 2016 Late 4Flight: ew ATM platform 12/2016 MIL (By: ) ITAF has planned deployment of new radars to implement APM functions Late 12/2015 ATC07.1 Implement arrival management tools (By:12/2010 / Active) Late An initial basic solution was developed for operational use for current needs in ROME ACC in 05/2011. It provides an automatically generated arrival sequence to the ATCOs assigning the landing RW. The basic arrival management functions will be entirely deployed upon the introduction of the independent parallel approach and the new TMA organisation. Operational use is planned by 05/ /2012 ASP (By: ) An initial basic solution was developed for operational use for current needs in ROMA ACC in 05/2011. It provides an automatically generated arrival sequence to the ATCOs assigning the landing RW. The basic arrival management functions will be entirely deployed upon the introduction of the independent parallel approach and the new TMA organisation. Operational use is planned by 05/2012 Late SATCAS Functional adjustment 05/2012 ATC12 Implement automated support for conflict detection and conformance monitoring (By:01/2015 / Active) Planned Some studies were conducted to evaluate initial MTCDs at ROMA ACC PSA. The not fully satisfying results highlighted the need for a new version of the tool. Implementation of MTCD is planned in the framework of 4Flight project 12/2014 REG (By: ) Approval in accordance to EAV plans Planned 12/2014 ASP (By: ) Some studies were conducted to evaluate initial MTCDs at ROMA ACC PSA. The not fully satisfying results highlighted the need for a new version of the tool. Implementation of MTCD is planned in the framework of 4Flight project Planned SATCAS Functional adjustment 12/2013 ATC15 Implement, in En-Route operations, information exchange mechanisms, tools and procedures in support of Basic AMA operations (By:01/2017 / Active) Planned EAV has plans to adapt the ATC systems implementing Arrival Management functionality in En Route sectors to support AMA operations in adjacent/subjacent TMAs. EAC will conduct the safety oversight of the changes in due time 01/2017 REG (By: ) EAC will conduct the safety oversight of the changes in due time Planned 06/2016 ASP (By: ) EAV has plans to adapt the ATC systems implementing Arrival Management functionality in En Route sectors to support AMA operations in adjacent/subjacent TMAs. Planned 4Flight: ew ATM platform 01/2017 LSSIP ear 2011 Italy Part II - Chapter 7-2 Released Issue

60 ATC16 Implement ACAS II compliant with TCAS II change 7.1 (By:12/2015 / Active) Partially Completed Dedicated training modules related to TCAS II changes 7.1 will be put in place by EAV during the planned continuous training in the ATSUs (2011/2012). There are no plans for performance monitoring as teh ASP is not in the best position to monitor the ACAS performances. ACAS is an airborne based system, consequently the better perspective should be left to the aircraft operators 03/2012 REG (By: ) The implementation of this objective is planned Partially Completed 03/2012 ASP (By: ) Dedicated training modules related to TCAS II changes 7.1 will be put in place during the planned continuous training in the ATSUs (2011/2012). There are no plans for performance monitoring as teh ASP is not in the best position to monitor the ACAS performances. ACAS is an airborne based system, consequently the better perspective should be left to the aircraft operators Planned 03/2012 MIL (By: ) ITAF has no plans for this objective o Plan IT-COTR Implementation of ground-ground automated co-ordination processes (By: / Active) Planned The national FPPS called AOIS/FDMAS will be able to exchange FPL messages in ADEXP format when the upgrading of AFT 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. Implementation of AFP in ADEXP format automatically generated by ATC system based on an ATC input subject to the FDP upgrade. The use of IFPLID in all messages to EFTMS is subject to the implementation of flight plan message processing in ADEXP format 02/2015 REG (By: ) According to ESARR 1 the SA must perform a safety review of the safety Planned assessment produced by the ASP 12/2012 ASP (By: ) The national FPPS called AOIS/FDMAS will be able to exchange FPL messages in ADEXP format when the upgrading of AFT 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. Implementation of AFP in ADEXP format automatically generated by ATC system based on an ATC input subject to the FDP upgrade. The use of IFPLID in all messages to EFTMS is subject to the implementation of flight plan message processing in ADEXP format Planned FPL 2012 / SATCAS Functional adjustment 03/2013 MIL (By: ) Basic Flight Data process has been completed only by SCC/AM. Late 02/2015 LSSIP ear 2011 Italy Part II - Chapter 7-3 Released Issue

61 Chapter 8 - Traffic Flow and Capacity Management FCM01 Implement enhanced tactical flow management services (By:12/2006 / Active) Late Italian ACCs supply ETFMS with Standard Correlated Position Data. Slot information correlated to the flights is presented to the TWR controllers of the major aerodromes (via AOIS) 12/2013 ASP (By: ) Italian ACCs supply ETFMS with Standard Correlated Position Data. Slot information correlated to the flights is presented to the TWR controllers of the major aerodromes (via AOIS). The FSA message related to a re routing inside the FDPA or to an aircraft holding has o Plan status (SLoAs ASP 06 & 07). EAV will be able to supply DPI message to CFMU when Airport Operators will be able to fulfil this action as well in CDM airports Late A CDM 12/2013 MIL (By: ) This objective is not applicable for ITAF ot Applicable FCM03 Implement collaborative flight planning (By:12/2010 / Active) Late The national FPPS called AOIS/FDMAS will be able to exchange FPL messages in ADEXP format when the upgrading of AFT will be completed. Implementation of AFP messages using ADEXP is under evaluation. Implementation of AFP in ADEXP format automatically generated by the ATC system based on an ATC input subject to the FDP upgrade. The use of IFPLID in all messages to TACT and the use of IFPLID in exchange of route charge data is subject to the implementation of flight plan message processing in ADEXP format. The full accomplishment of the objective is aligned with the requirements for the ICAO FPL 2012 implementation (Amendment 1 to Doc. 4444). 11/2012 ASP (By: ) The national FPPS called AOIS/FDMAS will be able to exchange FPL messages in ADEXP format when the upgrading of AFT 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. Implementation of AFP in ADEXP format automatically generated by the ATC system based on an ATC input subject to the FDP upgrade. The use of IFPLID in all messages to ETFMS is subject to the implementation of flight plan message processing in ADEXP format. The full accomplishment of the objective is aligned with the requirements for the ICAO FPL 2012 implementation (Amendment 1 to Doc. 4444). Late FPL /2012 MIL (By: ) ITAF ATS Data network will be able to deal message using ADEXP format o Plan LSSIP ear 2011 Italy Part II - Chapter 8-1 Released Issue

62 Chapter 9 - Aeronautical Information Management IF04 Implement integrated briefing (By:12/2007 / Active) Late EAV 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 pre flight information and documentation via a single system interface, using internet connection through security gate server and https internet protocol. 12/2012 ASP (By: ) EAV 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 pre flight information and documentation via a single system interface, using internet connection through security gate server and https internet protocol. Late TOTEM Self Briefing 12/2012 MIL (By: ) ITAF has planned the implementation by 12/2012 Late 12/2012 IT-ADQ Ensure quality of aeronautical data and aeronautical information (By: / Active) Partially Completed EAV is finalizing all data quality and process requirements. AIS data included in SDO minimum data set are regularly subject to EAD consistency review mechanisms. AIS data subject to EAD consistency review mechanisms will be progressively extended to the full SDO dataset. Following the acceptance of the current systems by the SA, according to the provision of Reg. EC 1070/2009 (which is still pending), all subsequent new implementation and/or changes needed to comply fully with Reg. EC 73/2010 will follow the change management procedures approved by the SA itself. Furthermore, EAV has implemented a quality management system and has fulfilled safety and security objectives. The common data set and digital exchange format requirements will be implemented by 07/2014, all electronic data will be compliant with all the requirements by 07/ /2017 REG (By: ) EAC has planned the activity Planned 07/2017 ASP (By: ) EAV is finalizing all data quality and process requirements. AIS data included in SDO minimum data set are regularly subject to EAD consistency review mechanisms. AIS data subject to EAD consistency review mechanisms will be progressively extended to the full SDO dataset. Following the acceptance of the current systems by the SA, according to the provision of Reg. EC 1070/2009 (which is still pending), all subsequent new implementation and/or changes needed to comply fully with Reg. EC 73/2010 will follow the change management procedures approved by the SA itself. Furthermore, EAV has implemented a quality management system and has fulfilled safety and security objectives. The common data set and digital exchange format requirements will be implemented by 07/2014, all electronic data will be compliant with all the requirements by 07/2017. Planned AIRAS phase 2 / etod 07/2017 MIL (By: ) ITAF has not planned the implementation yet o Plan APO (By: ) Airports have planned the implementation Planned 07/2017 LSSIP ear 2011 Italy Part II - Chapter 9-1 Released Issue

63 Chapter 10 - Human Resources Management and Human Factors HUM01.1 Ensure timely availability of ATCOs (By:12/2012 / Active) Partially Completed EAV has implemented best practices in order to grant timely availability of ATCOs through a certified selection and recruitment method. EAV has also an appropriate personal and career process in place. ITAF is going to issue a dedicate directive 06/2012 ASP (By: ) EAV has implemented best practices in order to grant timely availability of ATCOs through a certified selection and recruitment method. EAV has also an appropriate personal and career development process in place. Completed MIL (By: ) A specific directive is going to be issued Planned 06/2012 HUM02.1 Integrate Human Factors into ATM Operations (By:12/2012 / Active) Completed EAV has implemented a structured programme to integrate HF into ATM operations ASP (By: ) EAV has implemented a structured programme to integrate HF into ATM Completed operations MIL (By: ) All advanced training courses contains CRM modules Completed HUM03.1 Integrate Human Factors into the lifecycle of ATM systems (By:12/2012 / Active) Partially Completed EAV has a dedicated unit to implement HF activity and best practices 12/2012 ASP (By: ) EAV has a dedicated unit to implement HF activity and best practices Partially Completed 12/2012 MIL (By: ) ITAF has no plan for this objective o Plan LSSIP ear 2011 Italy Part II - Chapter 10-1 Released Issue

64 Chapter 11 - CS 11.1 Communications COM06 Migrate to ATS-Qsig digital signalling for ground telephone applications (By:12/2008 / Active) o Plan EAV has no plan on this objective because is following actively the development of VoIP which intends to use in future voice communication systems, in line with the initial operational capability in 2013 ASP (By: ) EAV has no plan on this objective because is following actively the development o Plan of VoIP which intends to use in future voice communication systems, in line with the initial operational capability in 2013 MIL (By: ) ITAF will continue to utilise its own ATS telephone net compliant with military ot Applicable standard to connect ATS units COM09 Migrate ground international or regional X.25 data networks or services to the Internet Protocol (IP) (By:12/2011 / Active) Migration from X.25 to IP data networking is related to FMTP programme and PES. EAV subscribed to PES services and uses E ET, the national IP network, for the connection to PES. The complete migration of FMTP from IPv4 to IPv6 will be finalised according to FMTP IR amendment. Late 12/2014 REG (By: ) In accordance to EC. 633/2007 Completed Late ASP (By: ) Migration from X.25 to IP data networking is related to FMTP programme and PES. EAV subscribed to PES services and uses E ET, the national IP network, for the connection to PES. The complete migration of FMTP from IPv4 to IPv6 will be finalised according to FMTP IR amendment. EET / OLDI migration from X.25 to IP / PES (Pan European etwork Services) 12/2014 MIL (By: ) This objective is not applicable for ITAF ot Applicable COM10 Migrate from AFT to AMHS (By:12/2014 / Active) Partially Completed Migration to AMHS is planned to be completed by 12/ /2014 Partially Completed ASP (By: ) Migration to AMHS is planned to be completed by 12/2014 AMHS (ATS Message Handling System) 12/2014 MIL (By: ) ITAF will continue to utilise its own ATS Data et compliant with military o Plan standard to connect AFT terminals LSSIP ear 2011 Italy Part II - Chapter 11-1 Released Issue

65 COM11 Implementation of Voice over Internet Protocol (VoIP) in ATM (By:12/2020 / Active) Planned EAV objective is to migrate its ATM voice services to VoIP by the specified Full Operational Capability dates: 12/2018 for inter center telephony and 12/2020 for links to the ground radio stations 12/2020 REG (By: ) The safety review of proposed changes will be done by EAC according to Planned approved procedures 01/2016 ASP (By: ) EAV is following actively the development of VoIP and intends to use it in future Voice Communication Systems, in line with initial operational capability in EAVs objective is to migrate its ATM voice services to VoIP by the specified Full Operational Capability dates: 12/2018 for inter center telephony and 12/2020 for links to the ground radio stations Planned 12/2020 MIL (By: ) The migration is planned Planned 12/2020 IT-AGDL Initial ATC air-ground data link services above FL-285 (By: / Active) Partially Completed The implementation of ATC air ground data link services above FL 285 is in progress 02/2015 REG (By: ) The implementation of ATC air ground data link services above FL 285 is in Planned progress according to EAVs plans 10/2013 Planned ASP (By: ) The implementation of ATC air ground data link services above FL 285 is in progress Data Link Implementat ion (phase 2) / SATCAS Functional adjustment 10/2013 MIL (By:-) ITAF has partially completed the equipment of transport type State aircraft Partially Completed 02/2015 IT-AGVCS Air-Ground voice channel spacing above FL-195 (By: / Active) Partially Completed EAV completed the implementation of 8.33 khz channel spacing above FL 195. The frequency management is currently done by EAV SpA under the supervision of EAC. ITAF has planned to complete migration in /2015 REG (By: ) ASP (By: ) The frequency management is currently done by EAV SpA under the Completed supervision of EAC EAV completed the implementation of 8.33 khz channel spacing above FL 195 Completed due to the shortage of VHF frequencies MIL (By: ) ITAF has planned to complete migration in 2015 Planned 12/2015 LSSIP ear 2011 Italy Part II - Chapter 11-2 Released Issue

66 IT-FMTP Apply a common flight message transfer protocol (FMTP) (By: / Active) Partially Completed EAV has planned to migrate Flight Data Exchange to TCP/IP support version 6 according to the Interoperability Regulation EC 633/2007 in due course. Technical specification will be based on Eurocontrol FDE ICD. A Security policy will be defined. Technical development and implementation of TCP/IP for Italian ACCs will cover the need of civil military coordination at ACC level, being the military units/systems colocated and integrated in Italian ACCs. 12/2014 REG (By: ) EAC will ensure that the FMTP is used as soon as this is properly in place. Planned 12/2014 ASP (By: ) EAV has planned to migrate Flight Data Exchange to TCP/IP support version 6 according to the Interoperability Regulation EC 633/2007 in due course. Technical specification will be based on Eurocontrol FDE ICD. A Security policy will be defined. Technical development and implementation of TCP/IP for Italian ACCs will cover the need of civil military coordination at ACC level, being the military units/systems co located and integrated in Italian ACCs. Partially Completed OLDI migration from X.25 to IP 12/2014 MIL (By: ) This objective is applicable for ITAF only referring to the SCC/AM. The technical development and implementation of TCP/IP for military units/systems co located and integrated in Italian ACCs is under evaluation. o Plan 11.2 avigation AV03 Implementation of P-RAV (By:12/2010 / Active) Late EAV has published the AIC A1/2011 about Introduction of Precision RAV (P RAV) in the Terminal Airspace of Italy on 21 Apr 2011 and has officially introduced P RAV procedures in June 2011 in Milan and Rome TMAs. ATCOs specific training has been already provided to the operational personnel involved with P RAV procedures. Procedure designers in RAV capabilities have already been trained. Publication in AIP of coordinate data in WGS 84 has been completed. Gradually P RAV SIDs and STARs will be implemented at selected Control Zones and training will be provided to Approach Control ATCOs. Some specific items are still under completion. 12/2013 REG (By: ) EAV has been certified on the basis of the "Common requirements" including Completed Quality Management System ASP (By: ) EAV has published the AIC A1/2011 about Introduction of Precision RAV (P RAV) in the Terminal Airspace of Italy on 21 Apr 2011 and has officially introduced P RAV procedures in June 2011 in Milan and Rome TMAs. ATCOs specific training has been already provided to the operational personnel involved with P RAV procedures. Procedure designers in RAV capabilities have already been trained. Publication in AIP of coordinate data in WGS 84 has been completed. Gradually P RAV SIDs and STARs will be implemented at selected Control Zones and training will be provided to Approach Control ATCOs. Late 06/2012 MIL (By: ) The implementation is planned by 12/2013 Late 12/2013 LSSIP ear 2011 Italy Part II - Chapter 11-3 Released Issue

67 AV10 Implement APV procedures (By:12/2016 / Active) Planned EAV is working at a national level on an implementation plan of APV/BARO and APV/SBAS inside a frame work of a joint ational Task Force with Italian Regulator and Italian Air Force. The main objective of the Task Force is the definition of a national implementation plan for PB operations in general and of APV approaches specifically. Currently several experimental studies has been undertaken by EAV on various airports (Parma, Perugia, Bologna). 12/2015 REG (By: ) EAC set up a WG on PB in order to prepare a radio navigation plan referred to satellite navigation and is waiting for the full finalization of the related EASA material. Late 12/2012 ASP (By: ) EAV is working at a national level on an implementation plan of APV/BARO and APV/SBAS inside a frame work of a joint ational Task Force with Italian Regulator and Italian Air Force. The main objective of the Task Force is the definition of a national implementation plan for PB operations in general and of APV approaches specifically. Currently several experimental studies has been undertaken by EAV on various airports (Parma, Perugia, Bologna). EAV is starting the implementation of APV/BARO and APV/SBAS overlay flight instrument procedures. The procedures will be converted as standalone ones after regulator approval. Planned AIRAS phase 2 12/2015 MIL (By: ) ITAF has no plans yet. o Plan 11.3 Surveillance SUR02 Implement Mode S elementary surveillance (By:03/2007 / Active) Late Publication of Regulation 2011/1206 (ACID) e 2011/1207 (SPI) have replaced the present objective. Italy is therefore planning according to this regulation. EAV has planned a national wide deployment of Mode S technology. Experimental preoperational trials were completed. Italian RDPs will use also radar data coming from relevant APP Radar. The programme is in progress and a certain number of Mode S sensor have already been installed. The deployment will be finished by ITAF has planned the deployment of Mode S technology. The deployment will be finished by /2020 REG (By: ) Publication of Regulation 2011/1206 (ACID) e 2011/1207 (SPI) have replaced the Late present objective. Italy is therefore planning according to this regulation 12/2012 Late ASP (By: ) EAV has planned a national wide deployment of Mode S technology. Experimental preoperational trials were completed. Italian RDPs will use also radar data coming from relevant APP Radar. The programme is in progress and a certain number of Mode S sensor have already been installed. The deployment will be finished by Radar Plan Mode S / SATCAS Functional adjustment / SW implementat ion Mode S 12/2012 MIL (By: ) ITAF has planned the deployment of mode S technology. The deployment will be Late finished by /2020 LSSIP ear 2011 Italy Part II - Chapter 11-4 Released Issue

68 SUR04 Implement Mode S enhanced surveillance (By:03/2007 / Active) Late Publication of Regulation 2011/1206 (ACID) e 2011/1207 (SPI) have replaced the present objective. Italy is therefore planning according to this regulation. The implementation of modifications of ATC systems and a complete operational validation for Mode S EHS operations is planned by EAV by 12/2012. EAC Regulatory measures will be in line with EAV Plans. ITAF will start the deployment of mode S by 12/ /2020 REG (By: ) Mandate Carriage of Mode S Enhanced Surveillance avionics is ot Applicable ot Applicable ASP (By: ) The implementation of modifications of ATC systems and a complete operational validation for Mode S EHS operations is planned Late SATCAS Functional adjustment 12/2012 MIL (By: ) ITAF has planned the deployment of technology as equivalent level of Late performance as Mode S. The deployment would start by /2020 SUR05 Improve ground-based surveillance using ADS-B in on Radar Airspace (RA) (By:12/2011 / Active) EAV has successfully taken part to the CRISTAL MED project which technically validated and finalized a preoperational validation of ADS B 1090 ES. ational implementation programme phase 1, foreseeing the deployment and technical implementation and integration of a first ADS B ground station network and processing system in Italian air space, was started on 12/2009 and it is partially completed. The ational ADS B Implementation Programme aims at introducing the ADS B OUT application as an innovative ATC surveillance system Late 06/2012 REG (By: ) Approval in line with EAV plans Late 06/2012 ASP (By: ) EAV has successfully taken part to the CRISTAL MED project which technically validated and finalized a pre operational validation of ADS B 1090 ES. A full implementation in the Italian airspace has been planned. ational implementation programme phase 1, foreseeing the deployment and technical implementation and integration of a first ADS B ground station network and processing system in Italian air space, was started on 12/2009 and it is partially completed. The ational ADS B Implementation Programme aims at introducing the ADS B OUT application as an innovative ATC surveillance system Late ational ADS B net 06/2012 MIL (By: ) ITAF has no plans for this objective o Plan LSSIP ear 2011 Italy Part II - Chapter 11-5 Released Issue

69 Chapter 12 - Airport ATS AOP03 Improve runway safety by preventing runway incursions (By:12/2013 / Active) Partially Completed Local Runway Safety Teams were established at national airports. The EAPPRI relevant recommendations are implemented and regularly monitored by EAV. The implementation of the rest of the recommendations is progressing according to the agreed schedule 12/2013 REG (By: ) EAC issued a Regulation to adopt ICAO Annex 14 standards, which includes the Completed certification of Airports ASP (By: ) Local Runway Safety Teams were established at national airports. The EAPPRI recommendations are implemented and regularly monitored in accordance to EAC Circular APT 30 Partially Completed AIP PLUS (AIXM implementat ion) 12/2013 MIL (By: ) The implementation of the objective is planned Planned 12/2013 APO (By: ) Local Runway Safety Teams were established at national airports. Awareness Completed campaign at each airport was completed by early Airport MILA MALPESA AOP01.2 Implement airside capacity enhancement method and best practices based on Eurocontrol capacity and efficiency implementation manual (By:12/2011 / Active) LIMC - Milan - Malpensa Completed EAV and SEA have implemented airside capacity enhancement method and best practices based on EUROCOTROL capacity and efficiency implementation manual ASP (By: ) APO (By: ) EAV has implemented airside capacity enhancement method and best practices Completed based on EUROCOTROL capacity and efficiency implementation manual SEA has implemented airside capacity enhancement method and best practices Completed based on EUROCOTROL capacity and efficiency implementation manual LSSIP ear 2011 Italy Part II - Chapter 12-1 Released Issue

70 AOP04.1 Implement Advanced Surface Movement Guidance and Control System (A- SMGCS) Level1 (By:12/2010 / Active) LIMC - Milan - Malpensa EAV has installed the required surveillance equipment and, as well as SEA, will implement the A SMGCS operational procedures as far as issued by the ational Regulator. SEA will implement the A SMGCS operational procedures as far as issued by the ational Regulator. EAC is going to convene a working group in order to collect the results of the experimental phase and define any ational procedures if needed Late 12/2012 REG (By: ) EAC is going to convene a working group in order to collect the results of the Late experimental phase and define any ational procedures if needed 12/2012 Late ASP (By: ) EAV has installed the required surveillance equipment and will implement the A SMGCS operational procedures as far as issued by the ational Regulator A SMGCS/APR O Adjustment in Milano Malpensa and Roma Fiumicino 12/2012 MIL (By: ) This objective is not applicable for ITAF ot Applicable APO (By: ) SEA has planned to install Mode S transponder on ground vehicles and will implement the A SMGCS operational procedures as far as issued by the ational Regulator Late 12/2012 AOP04.2 Implement Advanced Surface Movement Guidance and Control System (A- SMGCS) Level 2 (By:12/2013 / Active) LIMC - Milan - Malpensa o Plan EAV has no plan for A SMGCS Level 2 implementation. SEA has planned the implementation of the Runway Incursion Prevention Control Alerting System REG (By: ) EAC will approve A SMGS implementation for operation according to EAV o Plan plans ASP (By: ) o plan for A SMGCS Level 2 implementation o Plan APO (By: ) SEA has planned the implementation of the Runway Incursion Prevention Control Planned Alerting System AOP05 Implement Airport Collaborative Decision Making (CDM) (By:01/2013 / Active) Late LIMC - Milan - Malpensa Airport management system services are implemented, provided by ASP and AO in a coordinated way within ones remit. The full CDM implementation will be finalised by 06/ /2013 ASP (By: ) Airport management system services are implemented, provided by ASP and Late AO in a coordinated way within ones remit. 06/2013 MIL (By: ) This objective is not applicable for ITAF ot Applicable APO (By: ) Today airport management system services are implemented, provided by ASP Late and AO in a coordinated way within ones remit 06/2013 LSSIP ear 2011 Italy Part II - Chapter 12-2 Released Issue

71 AOP08 Implement Airport Airside Capacity Planning Method (By:12/2011 / Active) Completed LIMC - Milan - Malpensa Main guidelines indicated in AOP08 are already followed by EAV in selected airports since EAV is performing an integrated and harmonised measure of airside capacities, the latter also considering the capacity of related terminal sectors. ASP (By: ) Main guidelines indicated in AOP08 are already followed by EAV in selected airports since EAV is performing an integrated and harmonised measure of airside capacities, the latter also considering the capacity of related terminal sectors. Completed MIL (By: ) This objective is not applicable for ITAF ot Applicable APO (By: ) Main guidelines indicated in this objective are already followed by SEA in Completed coordination with EAV AOP09 Implement Optimised Dependent Parallel Operations (By:12/2015 / Active) o Plan LIMC - Milan - Malpensa (Outside Applicability Area) Following an operational evaluation, EAV has no plan to put into service ATS service to support optimised dependent parallel operations REG (By: ) o Plan ASP (By: ) Following an operational evaluation, EAV has no plan to put into service ATS o Plan service to support optimised dependent parallel operations 12.2 Airport MILA LIATE AOP01.2 Implement airside capacity enhancement method and best practices based on Eurocontrol capacity and efficiency implementation manual (By:12/2011 / Active) LIML - Milan - Linate Completed EAV and SEA have implemented airside capacity enhancement method and best practices based on EUROCOTROL capacity and efficiency implementation manual ASP (By: ) APO (By: ) EAV has implemented airside capacity enhancement method and best practices Completed based on EUROCOTROL capacity and efficiency implementation manual SEA has implemented airside capacity enhancement method and best practices Completed based on EUROCOTROL capacity and efficiency implementation manual LSSIP ear 2011 Italy Part II - Chapter 12-3 Released Issue

72 AOP04.1 Implement Advanced Surface Movement Guidance and Control System (A- SMGCS) Level1 (By:12/2010 / Active) LIML - Milan - Linate EAV has installed the required surveillance equipment and, as well as SEA, will implement the A SMGCS operational procedures as far as issued by the ational Regulator. SEA will implement the A SMGCS operational procedures as far as issued by the ational Regulator. EAC is going to convene a working group in order to collect the results of the experimental phase and define any ational procedure if needed. REG (By: ) Late 12/2012 The provision are included in the Airport Regulation Manual and published in Late AIP. Transponder requirements are published in the Appendix 8 of the Italian Rules of the Air 12/2012 ASP (By: ) EAV has installed the required surveillance equipment and will implement the Late A SMGCS operational procedures as far as issued by the ational Regulator 12/2012 MIL (By: ) This objective is not applicable for ITAF ot Applicable APO (By: ) SEA has planned to install Mode S transponder on ground vehicles and will implement the A SMGCS operational procedures as far as issued by the ational Regulator Late 12/2012 AOP04.2 Implement Advanced Surface Movement Guidance and Control System (A- SMGCS) Level 2 (By:12/2013 / Active) LIML - Milan - Linate o Plan EAV has no plan for A SMGCS Level 2 implementation. SEA has planned the implementation of the Runway Incursion Prevention Control Alerting System REG (By: ) EAC will approve A SMGS implementation for operation according to EAV o Plan plans ASP (By: ) o plan for A SMGCS Level 2 implementation o Plan APO (By: ) SEA has not planned the implementation of the objective yet o Plan AOP05 Implement Airport Collaborative Decision Making (CDM) (By:01/2013 / Active) Late LIML - Milan - Linate Airport management system services are implemented, provided by ASP and AO in a coordinated way within ones remit. The full CDM implementation will be finalised by 06/ /2013 ASP (By: ) Airport management system services are implemented, provided by ASP and Late AO in a coordinated way within ones remit. 06/2013 MIL (By: ) This objective is not applicable for ITAF ot Applicable APO (By: ) Today airport management system services are implemented, provided by ASP Late and AO in a coordinated way within ones remit 06/2013 LSSIP ear 2011 Italy Part II - Chapter 12-4 Released Issue

73 AOP08 Implement Airport Airside Capacity Planning Method (By:12/2011 / Active) Completed LIML - Milan - Linate Main guidelines indicated in AOP08 are already followed by EAV in selected airports since EAV is performing an integrated and harmonised measure of airside capacities, the latter also considering the capacity of related terminal sectors. ASP (By: ) Main guidelines indicated in AOP08 are already followed by EAV in selected airports since EAV is performing an integrated and harmonised measure of airside capacities, the latter also considering the capacity of related terminal sectors. Completed MIL (By: ) This objective is not applicable for ITAF ot Applicable APO (By: ) Main guidelines indicated in this objective are already followed by SEA in Completed coordination with EAV AOP09 Implement Optimised Dependent Parallel Operations (By:12/2015 / Active) ot Applicable LIML - Milan - Linate (Outside Applicability Area) Linate airport has not parallel runways REG (By: ) Linate airport has not parallel runways ot Applicable ASP (By: ) Linate airport has not parallel runways ot Applicable 12.3 Airport VEEZIA AOP01.2 Implement airside capacity enhancement method and best practices based on Eurocontrol capacity and efficiency implementation manual (By:12/2011 / Active) LIPZ - Venezia Completed EAV and SAVE have implemented airside capacity enhancement method and best practices based on EUROCOTROL capacity and efficiency implementation manual ASP (By: ) EAV has implemented airside capacity enhancement method and best practices Completed based on EUROCOTROL capacity and efficiency implementation manual APO (By: ) SAVE has finalized the implementation of airside capacity enhancement method and best practices based on EUROCOTROL capacity and efficiency implementation manual Completed LSSIP ear 2011 Italy Part II - Chapter 12-5 Released Issue

74 AOP04.1 Implement Advanced Surface Movement Guidance and Control System (A- SMGCS) Level1 (By:12/2010 / Active) LIPZ - Venezia EAV has planned to install the required surveillance by SAVE has planned the implementation of the required surveillance by EAC is going to convene a working group in order to collect the results of the experimental phase and define any ational procedures if needed REG (By: ) Late 12/2013 The provision are included in the Airport Regulation Manual and published in Late AIP. Transponder requirements are published in the Appendix 8 of the Italian Rules of the Air 12/2013 Late ASP (By: ) EAV has planned to install the required surveillance by 2013 Multilaterati on systems (Bergamo, Venezia, Bologna, Torino) 12/2013 MIL (By: ) This objective is not applicable for ITAF ot Applicable APO (By: ) SAVE has planned the implementation of the required surveillance by 2013 Late 12/2013 AOP04.2 Implement Advanced Surface Movement Guidance and Control System (A- SMGCS) Level 2 (By:12/2013 / Active) LIPZ - Venezia o Plan EAV has no plan for A SMGCS Level 2 implementation. 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 EAC specifications on SMGCS REG (By: ) EAC will approve A SMGS implementation for operation according to EAV o Plan plans ASP (By: ) o plan for A SMGCS Level 2 implementation o Plan APO (By: ) 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 EAC specifications on SMGCS Planned AOP05 Implement Airport Collaborative Decision Making (CDM) (By:01/2013 / Active) Late LIPZ - Venezia Airport management system services are implemented, provided by ASP and AO in a coordinated way within ones remit. The full CDM implementation will be finalised by 06/ /2013 ASP (By: ) Airport management system services are implemented, provided by ASP and Late AO in a coordinated way within ones remit 12/2013 MIL (By: ) This objective is not applicable for ITAF ot Applicable APO (By: ) Airport management system services are implemented, provided by ASP and Late AO in a coordinated way within ones remit 12/2013 LSSIP ear 2011 Italy Part II - Chapter 12-6 Released Issue

75 AOP08 Implement Airport Airside Capacity Planning Method (By:12/2011 / Active) Completed LIPZ - Venezia Main guidelines indicated in AOP08 are already followed by EAV in selected airports since EAV is performing an integrated and harmonised measure of airside capacities, the latter also considering the capacity of related terminal sectors. ASP (By: ) Main guidelines indicated in AOP08 are already followed by EAV in selected airports since EAV is performing an integrated and harmonised measure of airside capacities, the latter also considering the capacity of related terminal sectors. Completed MIL (By: ) This objective is not applicable for ITAF ot Applicable APO (By: ) Main guidelines indicated in AOP08 are already followed. Annual assessment of Completed future capacity requirements is planned AOP09 Implement Optimised Dependent Parallel Operations (By:12/2015 / Active) ot Applicable LIPZ - Venezia (Outside Applicability Area) Venezia airport has not parallel runways REG (By: ) Venezia airport has not parallel runways ot Applicable ASP (By: ) Venezia airport has not parallel runways ot Applicable 12.4 Airport ROME FUIMICIO AOP01.2 Implement airside capacity enhancement method and best practices based on Eurocontrol capacity and efficiency implementation manual (By:12/2011 / Active) LIRF - Roma - Fiumicino Completed EAV and Aeroporti di Roma have implemented airside capacity enhancement method and best practices based on EUROCOTROL capacity and efficiency implementation manual ASP (By: ) EAV has implemented airside capacity enhancement method and best practices Completed based on EUROCOTROL capacity and efficiency implementation manual APO (By: ) Aeroporti di Roma SpA has implemented airside capacity enhancement method and best practices based on EUROCOTROL capacity and efficiency implementation manual Completed LSSIP ear 2011 Italy Part II - Chapter 12-7 Released Issue

76 AOP04.1 Implement Advanced Surface Movement Guidance and Control System (A- SMGCS) Level1 (By:12/2010 / Active) LIRF - Roma - Fiumicino EAV has installed the required surveillance equipment and, as well as AdR will implement the A SMGCS operational procedures as far as issued by the ational Regulator. AdR will implement the A SMGCS operational procedures as far as issued by the ational Regulator. EAC is going to convene a working group in order to collect the results of the experimental phase and define any ational procedures if needed REG (By: ) The provision are included in the Airport Regulation Manual and published in AIP. Transponder requirements are published in the Appendix 8 of the Italian Rules of the Air Late Late 12/ /2012 Late ASP (By: ) EAV has installed the required surveillance equipment and, as well as AdR will implement the A SMGCS operational procedures as far as issued by the ational Regulator A SMGCS/APR O Adjustment in Milano Malpensa and Roma Fiumicino 12/2012 MIL (By: ) This objective is not applicable for ITAF ot Applicable APO (By: ) AdR has planned to install Mode S transponder on ground vehicles and will implement the A SMGCS operational procedures as far as issued by the ational Regulator Late 12/2012 AOP04.2 Implement Advanced Surface Movement Guidance and Control System (A- SMGCS) Level 2 (By:12/2013 / Active) LIRF - Roma - Fiumicino o Plan EAV has no plan for A SMGCS Level 2 implementation. AdR has no plan for A SMGCS Level 2 implementation REG (By: ) EAC will approve A SMGS implementation for operation according to EAV o Plan plans ASP (By: ) EAV has no plan for A SMGCS Level 2 implementation o Plan APO (By: ) AdR has no plan for A SMGCS Level 2 implementation o Plan AOP05 Implement Airport Collaborative Decision Making (CDM) (By:01/2013 / Active) Partially Completed LIRF - Roma - Fiumicino Airport management system services are implemented, provided by ASP and AO in a coordinated way within ones remit. The full CDM implementation will be finalised by 06/ /2013 ASP (By: ) Today airport management system services are implemented, provided by ASP Partially Completed and AO in a coordinated way within ones remit A CDM 01/2013 MIL (By: ) This objective is not applicable for ITAF ot Applicable APO (By: ) Today airport management system services are implemented, provided by ASP Partially Completed and AO in a coordinated way within ones remit 01/2013 LSSIP ear 2011 Italy Part II - Chapter 12-8 Released Issue

77 AOP08 Implement Airport Airside Capacity Planning Method (By:12/2011 / Active) Completed LIRF - Roma - Fiumicino Main guidelines indicated in this objective are already followed by EAV in selected airports since EAV is perfroming an integrated and harmonised measure of airside capacities, the latter also considering the capacity of related terminal sectors. ASP (By: ) Main guidelines indicated in this objective are already followed by EAV in selected airports since EAV is performing an integrated and harmonised measure of airside capacities, the latter also considering the capacity of related terminal sectors. Completed MIL (By: ) This objective is not applicable for ITAF ot Applicable APO (By: ) Main guidelines indicated in this objective are already followed by AdR in Completed coordination with EAV AOP09 Implement Optimised Dependent Parallel Operations (By:12/2015 / Active) o Plan LIRF - Roma - Fiumicino (Outside Applicability Area) Following an operational evaluation, EAV has no plan to put in place ATS service to support optimised dependent parallel operations. However, in order to optimise parallel operations and improve performance, EAV is developing a project on independent parallel operations REG (By: ) o Plan ASP (By: ) EAV has no plan to put in place ATS service to support optimised dependent parallel operations. However, in order to optimise parallel operations and improve performance EAV is developing a project on independent parallel operations o Plan LSSIP ear 2011 Italy Part II - Chapter 12-9 Released Issue

78 Chapter 13 - Environment 13.1 Airport MILA MALPESA EV01 Implement Continuous Descent Approach (CDA) techniques for environmental improvements (By:12/2013 / Active) LIMC - Milan - Malpensa Planned EAV recognizes the importance to have in place CDOps at airports and in this view, pending the approval of the P RAV procedures in Italy, is already working on the design of procedures in line with the CDOps concept. CDOs procedures for Milano Malpensa will be gradually phased in. In a first implementation stage they will be performed during night time only. SEA will support CDOps in full cooperation with EAV ASP (By: ) EAV recognizes the importance to have in place CDOps at airports and in this view, pending the approval of the P RAV procedures in Italy, is already working on the design of procedures in line with the CDOps concept. CDOs procedures for Milano Malpensa will be gradually phased in. In a first implementation stage they will be performed during night time only. Planned 12/ /2012 APO (By: ) SEA will support CDOps in full cooperation with EAV Planned 12/2012 EV02 Implement Collaborative Environmental Management (CEM) at Airports (By:12/2013 / Active) LIMC - Milan - Malpensa Partially Completed With reference to noise emission Italian legislation envisages airport commissions, chaired by EAC, to which EAV participates with an advisory role. 12/2013 ASP (By: ) With reference to noise emission Italian legislation envisages airport Partially Completed commissions, chaired by EAC, to which EAV participates with an advisory role. 12/2013 MIL (By: ) This objective is not applicable for ITAF ot Applicable APO (By: ) SEA participates to partnership arrangements with EAV Partially Completed 12/ Airport MILA LIATE EV01 Implement Continuous Descent Approach (CDA) techniques for environmental improvements (By:12/2013 / Active) LIML - Milan - Linate Planned EAV recognizes the importance to have in place CDOps at airports and in this view, pending the approval of the P RAV procedures in Italy, is already working on the design of procedures in line with the CDOps concept. CDOs procedures for Milano Linate will be gradually phased in. In a first implementation stage they will be performed during night time only. SEA will support CDOps in full cooperation with EAV ASP (By: ) EAV recognizes the importance to have in place CDOps at airports and in this view, pending the approval of the P RAV procedures in Italy, is already working on the design of procedures in line with the CDOps concept. CDOs procedures for Milano Linate will be gradually phased in. In a first implementation stage they will be performed during night time only. Planned 12/ /2012 APO (By: ) SEA will support CDOps in full cooperation with EAV Planned 12/2012 LSSIP ear 2011 Italy Part II - Chapter 13-1 Released Issue

79 EV02 Implement Collaborative Environmental Management (CEM) at Airports (By:12/2013 / Active) LIML - Milan - Linate Partially Completed With reference to noise emission Italian legislation envisages airport commissions, chaired by EAC, to which EAV participates with an advisory role. 12/2013 ASP (By: ) With reference to noise emission Italian legislation envisages airport Partially Completed commissions, chaired by EAC, to which EAV participates with an advisory role. 12/2013 MIL (By: ) This objective is not applicable for ITAF ot Applicable APO (By: ) SEA participates to partnership arrangements with EAV Partially Completed 12/ Airport VEEZIA EV01 Implement Continuous Descent Approach (CDA) techniques for environmental improvements (By:12/2013 / Active) LIPZ - Venezia Planned EAV recognizes the importance to have in place CDOps at airports and in this view, pending the approval of the P RAV procedures in Italy, is already working on the design of procedures in line with the CDOps concept. CDOs procedures for Venezia Tessera will be gradually phased in. In a first implementation stage they will be performed during night time only. SAVE will support CDOps in full cooperation with EAV ASP (By: ) EAV recognizes the importance to have in place CDOps at airports and in this view, pending the approval of the P RAV procedures in Italy, is already working on the design of procedures in line with the CDOps concept. CDOs procedures for Fiumicino Linate Malpensa e Venezia will be gradually phased in. in a first implementation stage they will be performed during night time only Planned 12/ /2013 APO (By: ) SAVE will support CDOps in full cooperation with EAV Planned 12/2013 EV02 Implement Collaborative Environmental Management (CEM) at Airports (By:12/2013 / Active) LIPZ - Venezia Partially Completed With reference to noise emission Italian legislation envisages airport commissions, chaired by EAC, to which EAV and the airport operator participate with an advisory role. 12/2013 ASP (By: ) With reference to noise emission Italian legislation envisages airport Partially Completed commissions, chaired by EAC, to which EAV participates with an advisory role. 12/2013 MIL (By: ) This Objective is not applicable for ITAF. ot Applicable APO (By: ) SAVE has an agreement with EAV to improve performance since June Partially Completed 12/2013 LSSIP ear 2011 Italy Part II - Chapter 13-2 Released Issue

80 13.4 Airport ROME FIUMICIO EV01 Implement Continuous Descent Approach (CDA) techniques for environmental improvements (By:12/2013 / Active) LIRF - Roma - Fiumicino Planned EAV recognizes the importance to have in place CDOps at airports and in this view, pending the approval of the P RAV procedures in Italy, is already working on the design of procedures in line with the CDOps concept. CDOs procedures for Roma Fiumicino will be gradually phased in. In a first implementation stage they will be performed during night time only. AdR will support CDOps in full cooperation with EAV ASP (By: ) EAV recognizes the importance to have in place CDOps at airports and in this view, pending the approval of the P RAV procedures in Italy, is already working on the design of procedures in line with the CDOps concept. CDOs procedures for Roma Fiumicino will be gradually phased in. In a first implementation stage they will be performed during night time only. Planned 12/ /2013 APO (By: ) AdR will support CDOps in full cooperation with EAV Planned 04/2012 EV02 Implement Collaborative Environmental Management (CEM) at Airports (By:12/2013 / Active) LIRF - Roma - Fiumicino Partially Completed With reference to noise emission Italian legislation envisages airport commissions, chaired by EAC, to which EAV participates with an advisory role. AdR has an agreement with EAV to improve performance since June /2013 ASP (By: ) With reference to noise emission Italian legislation envisages airport Partially Completed commissions, chaired by EAC, to which EAV participates with an advisory role. 12/2013 MIL (By: ) This objective is not applicable for ITAF ot Applicable APO (By: ) AdR has an agreement with EAV to improve performance since June Partially Completed 12/2013 LSSIP ear 2011 Italy Part II - Chapter 13-3 Released Issue

81 LSSIP ear 2011 PART III - IMPLEMETATIO OF SES LEGISLATIO LSSIP ear 2011 Italy Released Issue

82

83

84

85 Chapter 14 - Single European Sky Annual Report 14.1 SA SA Establishment & Responsibilities One SA has been established and/or nominated in Italy, as follows: [Reg. (EC) 549/2004] ame of the SA: Legal Basis: Separation from ASP: Relationship with State Civil Aviation Regulator (CAA/DGCA): Ente azionale per l Aviazione Civile - EAC EAC, the Italian Civil Aviation Authority, has been appointed as regulator and ational Supervisory Authority in ovember 2004 with dedicated law 265/2004. This appointment has been included in the new version of basic code of Air Law (change to Italian avigation on Code) in Italy - issued in June thus completely implementing the separation of regulation and safety oversight from the service provision. EAC is also responsible for the regulation for environmental matters in ATM. Institutional EAC is the Italian CAA. EAC is under the supervision of the Ministry of Transport, which remains responsible for the Italian civil aviation policy. In the framework of authorisation to ITAF to provide services to GAT, ITAF (MOD) and EAC (MOT) have signed a special agreement (Atto di Intesa signed in 2007) concerning the appropriate management of technical regulation, control, certification and issue of Air Traffic Controller Licence. Areas of Responsibility [Reg. (EC) 550/2004, Art. 2(1)] Other Areas of Responsibility CIV MIL Additional Information ATS The supervision of Mil ASP is performed according special agreements signed by MOT and MOD pursuant article 691bis of Air avigation Code. See ote CS The supervision of Mil ASP is performed according special agreements signed by MOT and MOD pursuant article 691bis of Air avigation Code.. AIS ATCO Licensing [Reg. (EU) o 805/2011f] Engineering & Tech. Staff [Reg. (EC) 2096/2005, Art. 8] Access ASPs accounts [Reg. (EC) 2096/2005, Annex I] Interoperability [Reg. (EC) 552/2004] Performance [Reg. (EU) 691/2010, Art. 4(3)] AFIS A The supervision of Mil ASP is performed according special agreements signed by MOT and MOD pursuant article 691bis of Air avigation Code. Anyway, at present time no AFIS provided by MIL ASP MET The supervision of Mil ASP is performed according special agreements signed by MOT and MOD pursuant article 691bis of Air avigation Code. CIV MIL Additional Information otified to EC/EASA Law 265/ Law 265/ Law 265/ Law 265/ Date of correspondence Law 265/2004 SES Annual Report 2010 LSSIP ear 2011 Italy Part III - Chapter 14-2 Released Issue

86 Changes since previous AR: o change OTE: 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 AS to civil traffic in GAT in the airspace /airports under military responsibility. In conformity with the legislative decree (art.21 D.Lgs 66/2010) and in accordance with the European Community Regulation 550/2004, article 7, paragraph 5, the Italian Air Force is authorised to provide ATS, CS and MET services to General Air Traffic (GAT) without any need of specific certification. According to Air avigation Code article 691-bis ITAF (MOD) and EAC (MOT) have signed a special agreement (atto di intesa signed in 2007).concerning the appropriate management of technical regulation, control, certification and issue of Air Traffic Controller Licence, in order to provide AS to GAT. The table below shows the list of Qualified Entities in Italy: ame: [Reg. (EC) 550/2004, Annex I] From: Period of validity of the recognition one - - To: Has any SA delegated any inspections & surveys to Qualified Entities (QEs) during this reporting period? If es, indicate below the tasks delegated: [Reg. (EC) 550/2004; Art.3 ] If a QE was delegated to carry out safety regulatory audits, the SA: [Reg. (EC) 1315/2007, Art.10.1] [Reg. (EC) 1315/2007, Art.10.1] Has applied the additional criteria as per Art. 10.1? [Reg. (EC) 1315/2007, Art.10.3] Maintains record of the appointments? SA Resources [Reg. (EC) 549/2004, Art. 4; Reg. (EC) 550/2004, Art. 2; Reg. (EC) 1315/2007, Art. 9 &11; Reg. (EU) o 805/2011f, Chapter V; Reg. (EC) 2096/2005, Art. 8 & Annex II, Part 3(3); Reg. (EU) 691/2010, Art. 4] The table below indicates the number of FTE (Full-time equivalent personnel) used by the SA(s) to fulfil its tasks in 2011 (SA s own personnel + seconded or subcontracted personnel from other organisations excluding Qualified Entities). If convenient, the figures for seconded/ subcontracted personnel can be indicated in man/days or man/months (if different from FTE, specify the measurement unit). ame of the SA: EAC SA Tasks with respect to: SA Headquarters Seconded or Subcontracted Regional Offices (if applicable) Certification and Ongoing Compliance: 1,5 4 - ATCO licensing, ratings and rating endorsements & Certification of training provider(s) and material: Supervision of engineering and technical personnel: - 0,75 - Safety Oversight in ATM: 0,5 2 - Interoperability: 0,5 0,75 - Performance: 0,5 0,25 - Administrative staff (management + support): Others: 2 6,25 - Total: LSSIP ear 2011 Italy Part III - Chapter 14-3 Released Issue

87 umber of qualified safety auditors/inspectors (as per the requirements of the safety oversight Regulation): [Reg. (EC) 1315/2007, Art. 11(3)(c)] Has the SA established specific qualification criteria for safety auditors/inspectors? If es, provide brief information on the specific qualification criteria for safety auditors/ inspectors (education, training, experience, etc.) and the relevant references [Reg. (EC) 1315/2007, Art. 11(3)(c)] ot all the qualified auditors are full time on safety oversight activities According to ATM-02 advisory circular the safety oversight is divided into the following areas: - ASP Organization - SMS; - QMS - Operations (ATS, MET, AIS e CS); - ATS Personnel; - Other Personnel; - Interoperability and other equipment; - Security; - Economic regulation. The inspectors of each area come from a sound professional experience, then they receive a formation on Single Sky regulation and on audit. 16 Has the SA conducted an assessment of its human resources with regards to: - Safety oversight [Reg. (EC) 1315/2007, Art. 11(2)] - Other SA tasks [Reg. (EC) 549/2004, Art. 4(4)] A complete assessment of HR needs has taken place end of Moreover a new global assessment of HR within EAC has been launched end 2010 results are expected for mid This program is called Progetto Manpower Plan, and it is an assessment of global EAC Manpower expressed in full time equivalent, based on industrial methodology with the cooperation of Galgano consultant. If es, please specify measures/plans by the State to ensure that the SA has the necessary capability required for the oversight of all organisations operating under their supervision? [Reg. (EC) 549/2004, Art. 4(4); Reg. (EC) 1315/2007, Art. 11(2)] As a result of 2009 assessment, EAC completed in ovember 2010 the selection procedures for 9 full-time inspectors. Although having the required financial resources, EAC cannot hire the selected inspectors due to the general public administration ban on new hiring. EAC applied for a derogation from this regulation in order to begin the recruiting procedure. As a consequence of the opening of the EU Pilot 2565/11/MOVE by the European Commission, the request for a re-evaluation of the derogation has been sent again to the attention of the Presidency of the Council of Ministers. Additional information: 14.2 ASP Certification, Designation & Cross-Border ATS Provision Certification [Reg. (EC) 550/2004, Art. 7; Reg. (EC) 2096/2005, Art. 3 & 4)] All ASPs certified by the State s SAs as reported in the previous reporting period are listed at the following address: Additional Information A Designation [Reg. (EC) 550/2004, Art. 8 & 9] The status of designation of ATS and MET Providers by Italy, including providers certified in another State, can be accessed at the following address: o change to report since the previous reporting period.> LSSIP ear 2011 Italy Part III - Chapter 14-4 Released Issue

88 Additional Information Arrangements for Cross-Border provision of Air Traffic Services The following tables present the cross-border provision of Air Traffic Services involving Italy: In airspace falling under the responsibility of Italy: CAR/CAB # ITAT CAR/CAB # # 40 AB where ATS is provided cross-border Airspace under the responsibility of ATS Provider ATS Provider certified/based in The portion of airspace between orth of SOLI Line (see LoA between Padova ACC and Wien ACC amendment 08) and Italian national border Italy AustroControl Austria Arrangement between the SAs concerned for the supervision of the ATS Provider Legal framework under which the cross-border ATS provision is taking place Case C: ATSP designated in the reporting State availing itself of services provided by an ATSP certified by another Member State [Reg. (EC) 550/2004, Art. 10] Agreement between the ASPs concerned otification to the SAs concerned To EAC LoA between Padova ACC and Wien ACC amendment 08 Approval by the States concerned The procedure to reach the approval of the State is ongoing Changes since, corrections to, the previous Annual Report: es CAR/CAB # ITCH CAR/CAB # # 41 AB where ATS is provided cross-border Airspace under the responsibility of ATS Provider ATS Provider certified/based in Mont Blanc Area (see LoA between Milan ACC and Geneve ACC and LoA between Rome ACC and Geneve ACC Italy Skyguide Switzerland Arrangement between the SAs concerned for the supervision of the ATS Provider Italy and Switzerland are negotiating an agreement but the final result in terms of case B or C is still to be defined. For the moment ASPs are using the case C arrangements Legal framework under which the cross-border ATS provision is taking place Case A: Delegation by the reporting State of the responsibility for the provision of ATS [ICAO Annex 11, 2.1] ICAO State-to-State Agreement Case B: Designation by the reporting State of an ATS provider based in another State [Reg. (EC) 550/2004, Art. 8(3)] otification to the SAs concerned Designation act Case C: ATSP designated in the reporting State availing itself of services provided by an ATSP certified by another Member State [Reg. (EC) 550/2004, Art. 10] Agreement between the ASPs concerned otification to the SAs concerned To EAC LoA between Milan ACC and Geneve ACC (last rev ) LoA between Rome ACC and Geneve ACC (last rev ) Approval by the States concerned The procedure to reach the approval of the State is ongoing LSSIP ear 2011 Italy Part III - Chapter 14-5 Released Issue

89 Changes since, corrections to, the previous Annual Report: es CAR/CAB # ITCH-02 EW 2010 CAR/CAB # # EW AB where ATS is provided cross-border Airspace under the responsibility of ATS Provider ATS Provider certified/based in BLOA Area (see LoA between Milan ACC and Geneve ACC and LoA between Rome ACC and Geneve ACC Italy Skyguide Switzerland Arrangement between the SAs concerned for the supervision of the ATS Provider Italy and Switzerland are negotiating an agreement but the final result in terms of case B or C is still to be defined. For the moment ASPs are using the case C arrangements Legal framework under which the cross-border ATS provision is taking place Case A: Delegation by the reporting State of the responsibility for the provision of ATS [ICAO Annex 11, 2.1] ICAO State-to-State Agreement Case B: Designation by the reporting State of an ATS provider based in another State [Reg. (EC) 550/2004, Art. 8(3)] otification to the SAs concerned Designation act Case C: ATSP designated in the reporting State availing itself of services provided by an ATSP certified by another Member State [Reg. (EC) 550/2004, Art. 10] Agreement between the ASPs concerned otification to the SAs concerned To EAC LoA between Milan ACC and Geneve ACC (last rev ) LoA between Rome ACC and Geneve ACC (last rev ) Approval by the States concerned The procedure to reach the approval of the State is ongoing Changes since, corrections to, the previous Annual Report: es CAR/CAB # ITFR CAR/CAB # # 42 AB where ATS is provided cross-border Airspace under the responsibility of ATS Provider ATS Provider certified/based in VEVAR Area (see LoA between Milan ACC and Marseille ACC and LoA between Rome ACC and Marseille ACC Italy DSA France Arrangement between the SAs concerned for the supervision of the ATS Provider EAC and DGAC France are negotiating an SA agreement Legal framework under which the cross-border ATS provision is taking place Case C: ATSP designated in the reporting State availing itself of services provided by an ATSP certified by another Member State [Reg. (EC) 550/2004, Art. 10] Agreement between the ASPs concerned otification to the SAs concerned To EAC LoA between Milan ACC and Marseille ACC (last rev ) LoA between Rome ACC and Marseille ACC (last rev ) Approval by the States concerned The procedure to reach the approval of the State is ongoing LSSIP ear 2011 Italy Part III - Chapter 14-6 Released Issue

90 Changes since, corrections to, the previous Annual Report: es CAR/CAB # ITFR CAR/CAB # # EW (split # 42) AB where ATS is provided cross-border Airspace under the responsibility of ATS Provider ATS Provider certified/based in BORDI Area (ARR/DPT to/from ice airport) see LoA between Milan ACC and ice APP effective 5 June 2008 Italy DSA France Arrangement between the SAs concerned for the supervision of the ATS Provider EAC and DGAC France are negotiating an SA agreement. The final arrangement for the provision of cross border services between Italy and France is still to be defined. Italy will contact France to reach an agreement Legal framework under which the cross-border ATS provision is taking place Case A: Delegation by the reporting State of the responsibility for the provision of ATS [ICAO Annex 11, 2.1] ICAO State-to-State Agreement Case B: Designation by the reporting State of an ATS provider based in another State [Reg. (EC) 550/2004, Art. 8(3)] otification to the SAs concerned Designation act Case C: ATSP designated in the reporting State availing itself of services provided by an ATSP certified by another Member State [Reg. (EC) 550/2004, Art. 10] Agreement between the ASPs concerned otification to the SAs concerned to EAC LoA between Milan ACC and ice APP effective 5 june 2008 Approval by the States concerned The procedure to reach the approval of the State is ongoing Changes since, corrections to, the previous Annual Report: es CAR/CAB # ITMT CAR/CAB # # 43 AB where ATS is provided cross-border Airspace under the responsibility of ATS Provider ATS Provider certified/based in Area South-West of Sicily over high seas Italy MATS Malta Arrangement between the SAs concerned for the supervision of the ATS Provider The arrangement will be finalized in the framework of Blue Med FAB framework agreement Legal framework under which the cross-border ATS provision is taking place Case C: ATSP designated in the reporting State availing itself of services provided by an ATSP certified by another Member State [Reg. (EC) 550/2004, Art. 10] Agreement between the ASPs concerned otification to the SAs concerned To EAC LoA between Rome ACC and Malta ACC Approval by the States concerned The procedure to reach the approval of the State is ongoing Changes since, corrections to, the previous Annual Report: es CAR/CAB # ITSI CAR/CAB # # 44 AB where ATS is provided cross-border The portion of airspace between East of KAI Line (see LoA between Padova ACC and Ljubljana ACC and Italian national border. LSSIP ear 2011 Italy Part III - Chapter 14-7 Released Issue

91 Airspace under the responsibility of ATS Provider ATS Provider certified/based in Italy Slovenia Control Slovenia Arrangement between the SAs concerned for the supervision of the ATS Provider EAC will contact the Slovenian authority to begin the negotiation agreement Legal framework under which the cross-border ATS provision is taking place Case C: ATSP designated in the reporting State availing itself of services provided by an ATSP certified by another Member State [Reg. (EC) 550/2004, Art. 10] Agreement between the ASPs concerned otification to the SAs concerned To EAC LoA between Padova ACC and Ljubljana ACC Approval by the States concerned The procedure to reach the approval of the State is ongoing Changes since, corrections to, the previous Annual Report: es ATS provided in the airspace falling under the responsibility of another State by an ATSP certified by Italy: CAR/CAB # ATIT CAR/CAB # # 4 AB where ATS is provided cross-border Airspace under the responsibility of ATS Provider ATS Provider certified/based in The portion of airspace between South of ROCKI Line (see LoA between Padova ACC and Wien ACC amendment 08) and Austrian national border. Austria EAV S.p.A. Arrangement between the SAs concerned for the supervision of the ATS Provider Italy Legal framework under which the cross-border ATS provision is taking place Case C: ATSP designated in another State availing itself of services provided by an ATSP certified by the reporting State [Reg. (EC) 550/2004, Art. 10] Agreement between the ASPs concerned otification to the SAs concerned To EAC LoA between Padova ACC and Wien ACC amendment 08 Approval by the States concerned The procedure to reach the approval of the State is ongoing Changes since, corrections to, the previous Annual Report: es, the portion of airspace between South of ROCKI Line (see LoA between Padova ACC and Wien ACC amendment 08) and Austrian national border. CAR/CAB # ATIT CAR/CAB # # 4 AB where ATS is provided cross-border Airspace under the responsibility of ATS Provider ATS Provider certified/based in The portion of airspace between South of SOLI Line (see LoA between Padova ACC and Wien ACC amendment 08) and Austrian national border. Austria EAV S.p.A. Arrangement between the SAs concerned for the supervision of the ATS Provider Italy Legal framework under which the cross-border ATS provision is taking place Case C: ATSP designated in another State availing itself of services provided by an ATSP certified by the reporting State [Reg. (EC) 550/2004, Art. 10] Agreement between the ASPs concerned LoA between Padova ACC and Wien ACC amendment 08 LSSIP ear 2011 Italy Part III - Chapter 14-8 Released Issue

92 otification to the SAs concerned To EAC Approval by the States concerned The matter is still under discussion Changes since, corrections to, the previous Annual Report: es, the portion of airspace between South of ROCKI Line (see LoA between Padova ACC and Wien ACC amendment 08) and Austrian national border. CAR/CAB # CHIT CAR/CAB # # 63a AB where ATS is provided cross-border Lugano approach Airspace under the responsibility of Switzerland ATS Provider EAV S.p.A. ATS Provider certified/based in Italy Arrangement between the SAs concerned for the supervision of the ATS Provider Legal framework under which the cross-border ATS provision is taking place Case A: Delegation to the reporting State of the responsibility for the provision of ATS [ICAO Annex 11, 2.1] ICAO State-to-State Agreement To be noted that : - an Agreement between the ASPs concerned, and - a otification to the SAs concerned are in place ote: This agreement is under review for compliance with SES Regulation Changes since, corrections to, the previous Annual Report: es CAR/CAB # CHIT CAR/CAB # # 63b AB where ATS is provided cross-border Airspace under the responsibility of ATS Provider ATS Provider certified/based in Portion of Milano TMA over Ticino Switzerland EAV S.p.A. Arrangement between the SAs concerned for the supervision of the ATS Provider See CHIT 01 Italy Legal framework under which the cross-border ATS provision is taking place Case A: Delegation to the reporting State of the responsibility for the provision of ATS [ICAO Annex 11, 2.1] ICAO State-to-State Agreement See CHIT 01 Case B: Designation by another State of an ATS provider based in the reporting State [Reg. (EC) 550/2004, Art. 8(3)] otification to the SAs concerned Designation act Case C: ATSP designated in another State availing itself of services provided by an ATSP certified by the reporting State [Reg. (EC) 550/2004, Art. 10] Agreement between the ASPs concerned otification to the SAs concerned Approval by the States concerned Changes since, corrections to, the previous Annual Report: LoA between Milano ACC and Zurich ACC (17th December 2009) LoA between Roma ACC and Zurich ACC (17th December 2009) The matter is still under discussion es LSSIP ear 2011 Italy Part III - Chapter 14-9 Released Issue

93 CAR/CAB # FRIT CAR/CAB # # EW AB where ATS is provided cross-border Airspace under the responsibility of ATS Provider ATS Provider certified/based in LURAG Area (see LoA between Marseille ACC and Roma ACC effective 6 May 2010 and - LoA between Marseille ACC and Milano ACC effective 17 December 2009) France EAV S.p.A. Arrangement between the SAs concerned for the supervision of the ATS Provider See ITFR-01 Italy Legal framework under which the cross-border ATS provision is taking place Case A: Delegation to the reporting State of the responsibility for the provision of ATS [ICAO Annex 11, 2.1] ICAO State-to-State Agreement Case B: Designation by another State of an ATS provider based in the reporting State [Reg. (EC) 550/2004, Art. 8(3)] otification to the SAs concerned Designation act Case C: ATSP designated in another State availing itself of services provided by an ATSP certified by the reporting State [Reg. (EC) 550/2004, Art. 10] Agreement between the ASPs concerned otification to the SAs concerned - LoA between Marseille ACC and Roma ACC effective 6 May LoA between Marseille ACC and Milano ACC effective 17 December 2009 Approval by the States concerned The procedure to reach the approval of the State is ongoing Changes since, corrections to, the previous Annual Report: CAR omitted in 2009 due to late signature. CAR/CAB # FRIT CAR/CAB # # EW AB where ATS is provided cross-border Airspace under the responsibility of ATS Provider ATS Provider certified/based in VAMTU Area (see LoA between Marseille ACC and Roma ACC effective 6 May 2010 and - LoA between Marseille ACC and Milano ACC effective 17 December 2009) France EAV S.p.A. Arrangement between the SAs concerned for the supervision of the ATS Provider See ITFR-02 Italy Legal framework under which the cross-border ATS provision is taking place Case A: Delegation to the reporting State of the responsibility for the provision of ATS [ICAO Annex 11, 2.1] ICAO State-to-State Agreement The matter is still under discussion. Case B: Designation by another State of an ATS provider based in the reporting State [Reg. (EC) 550/2004, Art. 8(3)] otification to the SAs concerned Designation act Case C: ATSP designated in another State availing itself of services provided by an ATSP certified by the reporting State [Reg. (EC) 550/2004, Art. 10] Agreement between the ASPs concerned otification to the SAs concerned To EAC - LoA between Marseille ACC and Roma ACC effective 6 May LoA between Marseille ACC and Milano ACC effective 17 December 2009 Approval by the States concerned The procedure to reach the approval of the State is ongoing LSSIP ear 2011 Italy Part III - Chapter Released Issue

94 Changes since, corrections to, the previous Annual Report: Splitted for clarification reasons CAR/CAB # HRIT CAR/CAB # # EW AB where ATS is provided cross-border Airspace under the responsibility of ATS Provider ATS Provider certified/based in PEVAL Area (see LoA between Zagreb ACC and Padova ACC effective 12 March 2009 ) Croatia EAV S.p.A. Arrangement between the SAs concerned for the supervision of the ATS Provider Italy Legal framework under which the cross-border ATS provision is taking place Case A: Delegation to the reporting State of the responsibility for the provision of ATS [ICAO Annex 11, 2.1] ICAO State-to-State Agreement The matter is still under discussion. Italy will contact Croatian authority, however some difficulties can be expected due to the unknown status of transposition of SES Regulation into the Croatian law Case B: Designation by another State of an ATS provider based in the reporting State [Reg. (EC) 550/2004, Art. 8(3)] otification to the SAs concerned Designation act Case C: ATSP designated in another State availing itself of services provided by an ATSP certified by the reporting State [Reg. (EC) 550/2004, Art. 10] Agreement between the ASPs concerned otification to the SAs concerned Approval by the States concerned The procedure to reach the approval of the State is ongoing Changes since, corrections to, the previous Annual Report: This CAR/CAB is EW: it was omitted in 2009 CAR/CAB # HRIT CAR/CAB # # EW AB where ATS is provided cross-border Airspace under the responsibility of ATS Provider ATS Provider certified/based in CRAE Area (see LoA between ACC Beograd and ACC Brindisi 20 December 2007 LoA ACC Zagreb and ACC Brindisi) Croatia EAV S.p.A. Arrangement between the SAs concerned for the supervision of the ATS Provider See HRIT-01 Italy Legal framework under which the cross-border ATS provision is taking place Case A: Delegation to the reporting State of the responsibility for the provision of ATS [ICAO Annex 11, 2.1] ICAO State-to-State Agreement There is no State level Agreement, only ASP operational agreement exists. Tri-lateral agreement (Italy-Croatia-FR, held in Roma on October 11 th /12 th 1999) LoA between ACC Beograd and ACC Brindisi 20 December 2007 LoA ACC Zagreb and ACC Brindisi The matter is still under discussion Case B: Designation by another State of an ATS provider based in the reporting State [Reg. (EC) 550/2004, Art. 8(3)] LSSIP ear 2011 Italy Part III - Chapter Released Issue

95 otification to the SAs concerned Designation act Case C: ATSP designated in another State availing itself of services provided by an ATSP certified by the reporting State [Reg. (EC) 550/2004, Art. 10] Agreement between the ASPs concerned otification to the SAs concerned Approval by the States concerned Changes since, corrections to, the previous Annual Report: This CAR/CAB is EW: it was omitted in 2009 CAR/CAB # SIIT CAR/CAB # # 57 AB where ATS is provided cross-border Airspace under the responsibility of ATS Provider ATS Provider certified/based in The portion of airspace between West of KAI Line (see LoA between Padova ACC and Ljubljana ACC and Slovenian national border. Slovenia EAV S.p.A. Arrangement between the SAs concerned for the supervision of the ATS Provider Italy Legal framework under which the cross-border ATS provision is taking place Case C: ATSP designated in another State availing itself of services provided by an ATSP certified by the reporting State [Reg. (EC) 550/2004, Art. 10] Agreement between the ASPs concerned otification to the SAs concerned To EAC LoA between Padova ACC and Ljubljana ACC Approval by the States concerned The procedure to reach the approval of the State is ongoing Changes since, corrections to, the previous Annual Report: es 14.3 Ongoing Compliance year 2011 [Reg. (EC) 2096/2005; Art. 7] ame of the SA: Ente azionale per l Aviazione Civile - EAC The SA has established an annual Inspection Programme, containing also the programme for safety regulatory audits (as per Art. 7 of Regulation (EC) º 2096/2005): The annual Inspection Programme: a) covers all providers certified by the SAs b) is based on an assessment of the risks associated to the different operations constituting the provided services For AFIS provider an annual audit is prescribed in advisory circular ATM 02. For EAV S.p.A. the audit plan has been evaluated in coordination with the quality audit plan. The SA consulted all the ASPs it has certified before establishing the annual Inspection Programme EAV has been consulted in writing. For AFIS providers the annual audit is a standard established by advisory circular ATM 02. Where necessary the SA consulted other SAs concerned before establishing the Inspection Programme LSSIP ear 2011 Italy Part III - Chapter Released Issue

96 EAC is newly committed to conclude the agreements with the SA of the neighbouring countries as required by SES legislation. In particular in the framework of FAB Blue Med establishment agreements with Malta SA will be signed, while contacts have been activated with Swiss and French Authorities. The real need of agreements with other neighbouring countries (Slovenia, Croatia) is being evaluated. This commitment is proofing the limited resources of EAC due to the lack of a standard agreement between authorities. The Commission already acknowledged this situation, so that it launched, in the framework of the SA Coordination Platform, a working group tasked to prepare a draft agreement. EAC, to better follow the work of this group, allocated a resource from its legal services. It is likely that most of agreements will be finalised within June 2012, especially if the standard agreement will be made available. Which ASPs were checked for ongoing compliance and for what Common Requirements (Add as many rows as necessary) All, see Annex 1 In particular with respect to the requirement on Security, has the SA verified that as per Annex I, Article 4 the security management system of the ASPs: a) ensures the security of facilities and personnel b) ensures the security of operational data c) defines the procedures for risk assessment and mitigation, monitoring, reviews and lesson dissemination d) defines the means to detect breaches and to send alerts e) defines the means to contain effects of breaches, to identify corrective actions and mitigation procedures and to prevent re-occurrence Has the SA verified that the ASPs have ensured the security clearance of its personnel? Has the SA identified any non-compliances of the ASPs with the requirement for the implementation and management of a security management system? When security is concerned the content of the Security Management System is also audited on the basis of the national regulation on security, contained in ational Security Programme (compliant with ICAO security standards) Safety Requirements Safety Oversight [Reg. (EC) 1315/2007] The information provided in this section does not cover comprehensively the safety oversight Regulation as some of the requirements are covered by ESSIP Objectives SRC-AUDI, CHG, OVCA and SLRD, and also by relevant information reported in Part I of the LSSIP document. The information reported in this section is considered complemented through the above mentioned information Processes, procedures and documentation ame of the SA: Ente azionale per l'aviazione Civile EAC Has the SA established a process to verify: [Art. 5(1), 5(2)] Compliance with applicable safety regulatory requirements prior to the issue or renewal of the ASPs certificates (including compliance with safety-related conditions attached to the certificate) Compliance with any safety-related obligations in the designation act Ongoing compliance of the ASPs Implementation of safety directives Implementation of safety objectives, safety requirements and other safety-related conditions identified in: - EC declarations of verification of systems - EC declaration of conformity or suitability for use of constituents of systems LSSIP ear 2011 Italy Part III - Chapter Released Issue

97 - - Risk assessment and mitigation procedures required by safety regulatory requirements applicable to AS, ATFM and ASM The process established for verification of compliance with safety regulatory requirements: [Art. 5(2)] is based on documented procedures provides the organisation concerned with an indication of the results of the safety oversight activity is based on safety regulatory audits and reviews conducted in accordance with Article 6, 8 and 9 of Regulation (EC) o 1315/2007 provides to the SA the evidence needed to support further action, including measures foreseen by Article 9 of Reg. (EC) o 549/2004 and by Article 7(7) of Reg. (EC) o 550/2004 in situations where safety regulatory requirements are not being complied with ATM02 EAC Advisory Circular Does this established process refer to the specific verification of: AS ATFM ASM ATM 02 Has the SA accepted the procedures put in place by the organisations concerned 1 for the introduction of safety-related changes to their functional systems? [Art. 8(1)] Has the SAs established a review procedure of the proposed changes in compliance with all the requirements of Article 9(2)(c)-(i) of Regulation (EC) o 1315/2007? The safety regulatory audits conducted by the SA or by the QE as delegated by the SA: [Art. 6(1), 6(2), 6(5), 7] provide evidence of compliance with applicable safety regulatory requirements and with implementing arrangements by evaluating the need for improvement or corrective action are independent of internal auditing activities undertaken by the organisation concerned as part of its safety or quality management systems apply to complete implementing arrangements or elements thereof, and to processes, products or services lead to the correction of any identified non-conformities in accordance with Article 7 are carried out pursuant to a SA decision specifying which arrangements, elements, services, products, physical locations and activities are to be audited within specified timeframes Indicate the relevant parts/chapters/pages of the documented procedures that relate to: [Art. 5(1), 5(2)] certification process; Chapter 23 Certification Process on-going oversight process; Chapter 29 Oversight Process safety directive process; one monitoring of safety performance; one the safety regulatory audits; Chapter 28 Inspections corrective action process; Chapter 28.4 annual programme of safety regulatory audits, Chapter 27.2 oversight of changes; Chapter 30 use of recognised organisations; one safety oversight reporting. one (standard practices) 1 All ASPs or ASM or ATFM entities providing services and/or functions within the airspace of the State. LSSIP ear 2011 Italy Part III - Chapter Released Issue

98 Exercise of safety oversight year 2011 ame of the SA: Ente azionale per l'aviazione Civile EAC The SA produced an annual safety oversight report for year 2010 [Art. 4] EAC provide a special report to the Ministry of Transportation. The SA exercised safety oversight of: [Art. 3(1)] AS ATFM ASM The ATFM/ASM functions are currently exercised by ASPs as part of the provision of Air avigation services; EAC audits to the AS providers cover also some aspects of ATFM/AS functions. The 2012 audit programme will include specific audits to ATFM/AS functions. Please, specify the number of audits performed in the year 2011 regarding: [Art. 3(1), 6] Please, indicate the average number of total man/hours dedicated to an audit (including the stages of preparation, on-site audit and report writing) [Art. 6] / AS ATFM ASM umber of notifications of safety-related changes to functional systems received by the SA? 146 Please specify the number of reviews performed with regards to the following changes: [Art. 9] when severity assessment determined a severity class 1 or 2 for the potential effects of the hazards identified when the implementation of changes required the introduction of new aviation standards 0 any other situation than those referred above 2 0 Has the SA issued any safety directive as per Art. 12(1) of Reg. (EC) o 1315/2007? If, provide a reference. If, were the contents of the safety directive in compliance with Art. 12(2) of Reg. (EC) o 1315/2007? If, has the SA forwarded, as far as appropriate, a copy of the safety directive(s) to other SAs concerned, and to the European Commission, EASA and EUROCOTROL? [Art. 12(3)] Provide relevant details in support of your answer, e.g. a brief explanation of the context and rationale. If directives were issued, has the SA verified compliance with them? [Art. 12(4)] EAC plans to adopt same procedures used to issue Airworthiness Safety Directives Safety Software Assurance [Reg. (EC) 482/2008] Has each organisation 2, as part of its SMS, defined and implemented a software safety assurance system to deal with EATM software related aspects in accordance with Art. 3, 4 & 5? Oversight over the implementation of Regualtion 482/2008, as foreseen by articles 3, 4 and 5, have been done by EAC during safety oversight audit. The requirements have been checked during the March 2011 audit while another specific audit, totally dedicated to this regulation, is planned for the first quarter of Have the requirements been applied for new software or for changes to existing software by any of the organisations under the supervision of the SA during 2011? If yes, have the organisations made available the required assurances to the SA demonstrating that the requirements have been satisfied? 14.5 ATCO Licensing [Reg. (EU) 805/2011] Has the Competent Authority established procedures for the application and issue, renewal and revalidation of licenses, associated ratings, endorsements and medical certificates? [Art. 13.2] 2 Definition in Art. 2.5 of Regulation 482/2008 LSSIP ear 2011 Italy Part III - Chapter Released Issue

99 Has the State decided to apply this Regulation to their military personnel providing services to the public? [Art. 2.4] If o, has the State taken measures to ensure that services provided or made available by military personnel to the public offer a level of safety that is at least equivalent to the essential requirements of Annex Vb of Regulation (EC) o 216/2008? [Art. 2.3] *Military ATCOs to provide ATS to GAT need to hold license issued from EAC. The issue of licenses to military ATCOs, is regulated by a special agreement signed between ITAF and EAC. Has the State decided to impose local language requirements? [Art. 13.2] Italian language competence Level 4 is required to provide services in the ational Airspace, except for those areas near the borders where rectification of national borders are to be made for operational purposes. Has the State implemented the provisions of Chapter III of the Regulation regarding medical certification? [Chapter III] The medical certificates are issued by: [Art. 15.2] (A competent body of) the Competent Authority (CA) * Aero medical examiners (approved by the CA) * Aero medical centre(s) (approved by the CA) : presently EAC recognises the medical certification issued by ITAF medical centers, the structure from Ministry of Public health and some structure qualified by ASP (like RFI by EAV) which has been included in the audit program. A new EAC Medicla Regulation, regarding medical certification (Title: Organizzazione sanitaria e certificazioni mediche d idoneità per il conseguimento degli attestati aeronautici)have been published on 23 December This will entry into force on 22 February * * Has the State decided to apply derogations as provided for in Article 31 of the Regulation? If es, has this been notified to EASA and the Commission? [Art. 31.3] Licenses under the supervision of the CA: [Art. 22] Licenses issued by the CA: [Art. 22] CIV MIL CIV MIL ATCO: ATCO: Student ATCO: Student ATCO: Please specify the number of ATCOs licensed in another Member State that have applied for an exchange of their license for one issued in your State: [Art. 29(1)] # The table below shows the list of Training Organisations in Italy. [Art. 18 & 19 of Reg. (EU) 805/2011; Art. 13 & Annex IV of Directive 2006/23/EC] ame of the Training Provider Certified Date of Cert. Valid until Types of Training/Services Certified: EAV S.p.A. 01/ /2014 all ITAF (RACSA) * 11/2009 n.a. all * See general comments para FABs [Reg. (EC) 550/2004; Art. 9(a)] FABs progress FAB: BLUE MED FAB project States involved: Italy, Greece, Cyprus and Malta Albania, Tunisia and Egypt are Launched in: mid-2006 associate partners, Lebanon and Hashemite Kingdom of Jordan are observer Please indicate the phase of development of your FAB initiave: Definition Phase Start: 03/2009 End: 05/2012 Progress: Ongoing LSSIP ear 2011 Italy Part III - Chapter Released Issue

100 The Definition Phase ( ): Following the first phase of the study, the Member States are working on the Definition Phase of the new operational scenario for the BLUE MED FAB and on the definition of technical, legal, safety/security and economic details that must prove how the FAB can bring relevant operational and economic benefits to the entire European ATM community. Within the Definition Phase, detailed studies have been conducted on the traffic flow in the area for the identification of more efficient routes, thus answering to the need to harmonise all the operational elements that, once implemented in a coordinated manner within the FAB, will bring about a vital increase in efficiency. Another fundamental achievement of the project are the results of the technical analysis of the CS/ATM systems in order to define the inter-operability requirements of the systems in use by the Area Control Centres of the various countries involved, fundamental for the realisation of the Virtual Centre, an integrated system thanks to which it will be possible to achieve the objectives of the FAB in compliance with the domestic needs of the individual countries In order to ensure the implementation of FABs by , has the State established the necessary cooperation mechanisms (e.g with other Member States and third countries being part of FABs) [Reg. º 550/2004; Art. 9(a.1)] BLUE MED State Level agreement to be signed by March 2012 Please list briefly the improvements to the AS provision that were implemented in 2011 as part of the FAB projects (for FAB initiatives) or FAB management (for established FABs): ATS the BLUE MED Route etwork Catalogue, delivered to the RDSG of EUROCOTROL, have been updated MET roadmap for MET services harmonisation within the FAB CS Identification of minimum requirements for the Virtual Centre deployment (through Real Time Simulations) Definition of a BLUE MED SSIR (Single Sky Implementation Roadmap) AIS Common FAB AIS manual FAB AIS to AIM roadmap ASM (including FUA) Consultation of Stakeholders Some customare care sessions were organised where BLUE MED have been able to meet some aircraft operators Economic Cost Benefit Analysis call for tender launched in CBA for the FAB is ongoing Social Two Social Forums were performed for consultation with staff and professional associations Other LSSIP ear 2011 Italy Part III - Chapter Released Issue

101 Changes since previous Annual Report: the update of the BLUE MED Route etwork Catalogue, delivered to the RDSG of EUROCOTROL in February 2010 and containing more than 230 proposals of optimised routes, subdivided in quick wins (to be implemented immediately) short, medium and long term implementations. Delivery of a delay analysis on the overall improvements brought by the BLUE MED from the ATFM delays perspective The execution of a real time simulation exercise addressing anoperational concepts candidate for wide BLUE MED implementation within an identified timescale (free route concept). the consolidation of a BLUE MED SSIR (Single Sky Implementation Roadmap for the BLUE MED area) phasing the technical implementations ( ) on a regional scale in order to make best use of infrastructures and technical specifications, thus reducing the overall technical fragmentation of the area. The harmonisation of the requirements constitute the first step to reach the desired level of interoperability, allowing in the medium term the acquisition of similar (if not the same) ATM Systems through a common procurement campaign (with at least common or shared technical specifications), aiming at reducing the overall costs for the whole FAB. the identification of the minimal set of interoperability implementations necessary to support the 2012 FAB operations through the execution of a real time simulation for the requirements of the OLDI message exchange system to be implemented by 2012; the definition of an ad-hoc methodology to harmonise safety case application criteria at local level and the strategy for the Safety Case development. This Safety Case, requested by the SESII legislation, shall demonstrate that the operational and technical modifications introduced by the FAB implementation will be acceptable from a safety perspective and bring beneficial effects when compared to the national separated implementations. the definition of a BLUE MED FAB environmental assessment methodology (derived by the methodology developed by ICAO and improved by EUROCOTROL) and the preparation of a validation plan (aligned with the reference validation strategies used by EUROCOTROL) containing all the necessary steps to prove the environmental benefits of the FAB. the execution of simulation exercises for the validation of the environmental assessment methodology; the closure of the call for tender to select the author of the Cost Benefit analysis and the execution of the analysis (ongoing) the conduct of an information campaign towards the staff (ad hoc presentations in several ACCs) and the staff representative unions and organisations (both national and international) within the BLUE MED Social Forum. This activity, considered paramount to build the necessary acceptance for the FAB within the involved staff, will be continued and enhanced in the following months. the conduct of several coordination activities with the military Authorities within the Military Coordination Group and within ATO The availability of a mature draft for the State Level Agreement to be approved by the Governing Body members. The definition of a BLUE MED common training programme (4 syllabus produced) and an evolutionary roadmap in order to make best use of available training facilities, up to a single training Academy for the FAB. Additional information: n/a LSSIP ear 2011 Italy Part III - Chapter Released Issue

102 Information on FABs before FAB establishment Given the deadline set forth on 24 June 2012 for the provision of the information required by Annex I of Regulation (EU) 176/2011 please indicate the plans of the FAB/FAB initiative: [Reg. (EU) 176/2011; Art. 4 & 6] a) the information will be provided prior to the deadline: b) the information will be provided on the day of the deadline: 06/2012 Information are expected to be provided on time Relations between the etwork Manager and the FABs [Reg. (EU) 677/2011; Art.10] Has the State taken actions to ensure close coordination is established with the etwork Manager at strategic planning level, and tactical daily flow and capacity management? [Art. 10(1)] BLUE MED has provided MB Member and Alternate and is discussing Terms of Reference to ensure coordination between the BLUE MED MB representatives and the FAB Has the FAB or the FAB initiative established a mechanism to ensure that consolidated views are formulated in relation to the network functions? [Art. 10(3)] The mechanism identified within the BLUE MED initiative is enclosed within the Terms of Reference under discussion at Governing Body level 14.7 Air Traffic Flow Management [Reg. (EC) 255/2010] Member States obligations With a view of its applicability date as of , has the State ensured that the personnel of the parties concerned by the application of this Regulation are: [Art.14(1)] a) made duly aware of the provisions of this regulation and b) adequately trained and competent for their job functions Has the States ensured that consistent procedures for cooperation between the parties involved in ATFM function are established? [Art.4(3), 4(5)] Has the State published the route availability? [Art.4(4)] If es, is the published route availability consistent with the Route Availability Document (RAD) 3? [Art.4(4)] Italy publishes the Route Availability Document (RAD) Has the State developed measures to ensure that the local air traffic management (ATFM) unit have developed the documents and procedures required for the operations of the ATFM? [Art.14(2)(a)-(c)] Has the State ensured that, monitoring and reporting mechanism for the adherence to ATFM departure slots are established? [Art.11(1), 11(2)] an annual review of the adherence to ATFM measures is conducted? [Art.11(7)]. Has the State ensured that ATFM procedures for handling critical events are established? [Art.10(1), 10(2)] Has the State laid down rules on penalties applicable to infringements of the provisions of this regulation? [Art.15] 3 The RAD is available on: LSSIP ear 2011 Italy Part III - Chapter Released Issue

103 EAC can administrate those penalties included in a national law or law decrees. With reference to the various penalty requirements disseminated among various SES IRs, EAC is assembling a request for the competent Ministries to start an appropriate legislative action. Has the State notified the provisions of the rules to the Commission (deadline )? [Art.15] General obligations of the ASPs Has the State verified that, [Art. 6(1)-(4)] when ATFM measures have to be applied, the ATS units are coordinating with the central unit for ATFM through the local ATFM unit? when necessary, the ATS reporting officers facilitate the exchange of information between pilots or operators and the local or the central unit for ATFM? ATS units coordinate ATFM measures applied to airports with the airport managing body concerned? ATS, through the local ATFM unit, are notifying the central ATFM Unit for all events that may impact ATC capacity or air traffic demand? Has the State verified that ATS units are providing the central unit for ATFM with the data required under Art. 6(5) of the ATFM Regulation in a timely manner and ensuring its quality? In particular, updated flight positions? [Art. 6(5)(f)] actual flight take-off times? [Art. 6(5)(i)] Has the State verified that the ATS units at the departure airport ensure that: [Art. 6(6)] where the flight is subject to ATFM departure slot the slot is included as part of the ATS clearance? flights adhere to the ATFM departure slots? flights not adhering to the their estimated off blocks time, taking into account the established time tolerance, are not given take-off clearance? flights whose flight plan has been rejected or suspended are not given take-off clearance?[art. 6(6)] 14.8 Interoperability SA responsibilities ame of the SA: Ente azionale per l'aviazione Civile EAC The SA has defined and allocated tasks and responsibilities in respect of interoperability in accordance with the interoperability Regulation and safety oversight Regulation: [Reg.(EC) 552/2004, Art. 6(2), 7(1); Reg.(EC) 1315/2007, Art. 5(1)(d)-(i)] - The SA has developed Process Descriptions defining the supervision of compliance as defined in: - Reg. (EC) o 552/2004, Art. 6(2) & 7(1): - Reg. (EC) o 1315/2007, Art. 5(d)-(i) and Art 9: These process Descriptions: - Address the definition of systems subject to verification according to AEX I of Reg. (EC) o 552/2004: - Address verification of ASP(s) compliance with the conditions (specified in the IRs) which must be demonstrated in order that the ASP(s) may conduct CA/verification of systems: - Specify the scope of the verification of the material provided by the ASP: LSSIP ear 2011 Italy Part III - Chapter Released Issue

104 - Define how to proceed in case of conformity: - Define how to proceed in case of non-conformity: - Define templates (e.g. for the declarations, technical files): Changes since previous AR: The SA has verified if the ASP(s) have fulfilled the conditions allowing them to conduct conformity assessment/verification of systems without using a otified Body [Interoperability-IRs] Additional information: Regulation does not contain any condition for the issuance of conformity/assessment verification of systems. Specific requirements/procedures are contained in some IRs, but they have no general validity otified Bodies Has the state appointed any otified Body during the reporting period? [Reg. (EC) 552/2004, Art. 8] ame Area of Responsibility Date of notification to the EC ID number obtained from the EC Have the ASP(s) requested their services since the last AR? Verification of Compliance This section covers the status of compliance of Italy with the interoperability Regulation and the associated implementing rules Regulation (EC) o 552/2004 on Interoperability umber of EC Declarations of verifications of systems put into service between and : [Art. 6] If applicable, number of EC declarations of verifications of systems submitted by ASPs certified in another State and providing services within the airspace under the responsibility of Italy: 3 Abbrev./ame of ASP EAV S.p.A. Doc P/ S V01.00 EAV S.p.A. Doc P/ S TEC V.1.0 Abbrev./ ame of system concerned TBT Teleposto Monticolo (BZ) COM/TWR AAV LIPB Communications systems and procedures for groundto-ground, air-toground and air-to-air communications COM/TWR AAV LICA Communications systems and procedures for groundto-ground, air-toground and air-to-air communications Type of system 4 : Declaration date: 4 24/08/201 1 Additional Information 4 14/08/11 Upgrade of operating GAG COMM SSTEM LIPB APT with a TLC remote station 4 29/12/11 Upgrade of operating GAG COMM SSTEM LICA APT with a remote TLC station 4 Indicate the type of the system using the classification laid down in Annex I of the interoperability Regulation; e.g. Type 1: Systems and procedures for airspace management, Type 2: Systems for air traffic flow management, etc. LSSIP ear 2011 Italy Part III - Chapter Released Issue

105 umber of EC Declarations of conformity or suitability for use of constituents received by the SA between and : [Art. 5] Manufacturer Constituent Concerned Decl. date Additional Information Selex Communicatio n SpA VHF Ground ir TX< Cavity Filter 01/10/2007d/1 5/04/ The SA(s) ascertained non-compliance cases from the above EC Declarations, leading to safeguard measures. If yes, [Art. 7(1) & 7(2)] Communicated to the Commission Concerned System/Constituent Date and Ref of the Communication Regulation (EC) o 1032/2006 on coordination and transfer (COTR) as amended The information reported in this section is complemented by ESSIP Objective IT-COTR. Has the ASP(s) put into service systems implementing any of the processes specified in Annex I, Parts B, C and D to this Regulation? If yes, [Annex I, Parts B, C, D] The ASP already uses procedures compliant with Eurocontrol. The national FPPS called AOIS/FDMAS will be able to exchange FPL messages in ADEXP format when the upgrading of AFT 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. Implementation of AFP in ADEXP format automatically generated by ATC system based on an ATC input subject to the FDP upgarde. The use of IFPLID in all messages to EFTMS is subject to the implememntation of flight plan message processing in ADEXP format Has the ASP(s) conducted (or subcontracted to a otified Body) a verification of the systems as required by Article 8(1)-(2) of this Regulation? [Art. 8(1)-(2)] Has the SA verified compliance of the ASP(s) with this Regulation? [Art. 8(3), 9] Provide brief relevant information plans or preparatory work been initiated to meet the date for ensuring and confirming compliance of the relevant EATM systems in operation by that date: [Art.11] Development and implementation of IT-COTR will be tracked during 2012 with a specific audit Regulation (EC) o 1033/2006 on procedures for flight plans in pre-flight phase as amended Has the ASP(s) implemented the provisions of this Regulation applicable from ? [Art. 3 & 5] If yes, has the SA verified the compliance of the ASP(s) with this Regulation? [Art. 3 & 5] FPL magement of EAV is fully compliant with Eurocontrol procedures, and EAC has no info about any deviation from those procedures. The adoption of new ICAO FPL will be the occasion to survey the implementation of regulation and the deployment of related systems.. Indicate the measures taken to ensure awareness and preparedness of the stakeholders for compliance with the new ICAO flight plan format applicable from as required by Regulation (EU) o 929/2010 amending Regulation (EC) o 1033/2006. ICAO new Flight Plan adoption is currently tracked by EAC, due to its criticality. The deployment of the capability will be continuously tracked in Regulation (EC) o 633/2007 on flight message transfer protocol (FMTP) as amended The information reported in this section is complemented by ESSIP Objective IT-FMTP. Has the ASP(s) implemented the flight message transfer protocol as specified in Annex I to this Regulation? If yes, when? [Art. 3] If yes, has the ASP(s) conducted (or subcontracted to a otified Body) a verification of the systems as required by Article 5(1)-(2) of this Regulation? [Art. 5(1)-(2)] 12/2014 LSSIP ear 2011 Italy Part III - Chapter Released Issue

106 Has the SA verified the compliance of the ASP(s) with this Regulation? [Art. 3(2), 6] Has the ASP(s) notified the SA of its intention to make use of the transitional arrangements provided for in Art. 1 of Regulation (EU) o 283/2011? If yes, has the SA provided the Commission with detailed information on the measures applied by the ASP(s) to ensure interoperability? [Reg. (EC) 633/2007, Art. 1(5)] EAV is planning full compliance with regulation, adopting the ipv6 version of communication protocol Regulation (EC) o 1265/2007 on air-ground voice channel spacing The information reported in this section is complemented by ESSIP Objective IT-AGVCS. Has the SA verified the compliance of the ASP(s) with this Regulation? [Art. 3, 4, 8 & 9] 8.33 khz channel spacing has been introduced in Italy above level 245 in 1999, well before the publication of SES regulation. Since then 25kHz radios have been replaced by 8.33 khz one, until the extension of 8.33 khz channel spacing down to FL 195, which happened according to Eurocontrol mandate in 2007, before the entry into force of 1265/2007. Systems involved in this extension have been therefore dealt with legacy systems. Has the State communicated during the reporting period any 8.33 khz assignments for publication in the ICAO COM 2 Table? The assignments communicated are 3 Has the State ascertained non-compliances with this regulation leading to corrective measures? [Art. 3, 4, 5, 6, 8 & 9 A survey is planned in 2012, together with the activation of the ational Frequency manager, which has been established under EAC authority Regulation (EC) o 262/2009 on allocation and use of Mode S interrogator codes Are there any Mode S operators currently in the State? [Art. 1] ASP(s) Industry Military Others If o, has any organisation reported plans to deploy Mode S interrogators during 2012? [Art. 1] As reported by the ASP in LSSIP IT 2011 Level 2 Have the Mode S operators ensured that the radar head electronics constituent of their Mode S interrogators: [Art. 3] Support the use of SI and II codes in compliance with the relevant ICAO provisions? Support the use of II/SI code operation in compliance with Annex III of the Regulation? The ASP is planning to use the mixed mode operations Have the States taken the necessary measures to ensure that the Mode S operators comply with the key items of the interrogator code allocations they receive? [Art. 4(3)] The deployment of Mode S ground infrastructure is happening according to ICAO standards and specifications. Has the State ascertained any non-compliance of a Mode S operator with the applicable requirements? [Art. 4 & 12] Has the State taken the necessary measures to provide an interrogator code allocation system to the Mode S operators? [Art. 5] Has the State performed the required checks on the validity of interrogator code applications received from Mode S operators before making them available through the interrogator code allocation system for coordination? [Art. 5] Has the State taken measures to ensure the coordination of the use of interrogator codes with overlapping coverage of Mode S radars in third countries, as applicable? [Art. 5 & 6] The State brought forth to the Commission any matter related to disagreements on changes to the interrogators code allocation plans: [Art. 5(4)] LSSIP ear 2011 Italy Part III - Chapter Released Issue

107 The Mode S operators have implemented monitoring means to detect interrogator code conflicts? [Art. 7] Have the Mode S operators implemented a fall back mode of operation? Art. 7 Have the Member States taken the necessary measures to ensure that the military units operating Mode S interrogators comply with the applicable requirements of the Regulation? Art. 8 ITAF is providing to take the necessary measures to ensure that military units operating eligible Mode S interrogators will comply with the regulation Regulation (EC) o 29/2009 on data link services (DLS) The information reported in this section is complemented by the ESSIP Objective IT-AGDL. Regulation (EC) o 29/2009 is in force and will apply from February The mandatory introduction of DLS requires that comprehensive plans and implementing action are prepared and put in place well in advance of that date, mainly by the ATSP/CSPs (in relation to articles 3, 9 and 12), by the aircraft operators (article 6), the States (articles 7 and 8), the manufacturers (article 11) etc. This Annual Report attempts to capture relevant information on whether there is awareness by the State and the main concerned stakeholders and if any preparatory work has been initiated 5. Please indicate the measures taken to ensure the awareness of the stakeholders with the mandatory introduction of DLS in accordance with the Regulation: o actions taken in so far Regulation (EC) o 73/2010 on the quality of aeronautical data and aeronautical information Regulation (EC) o 73/2010 is in force and will apply from July 2013 with some articles applicable from 1 July The regulation also identifies transitional provisions for aeronautical data and aeronautical information published before 1 July 2013 as well as with regard relevant differences notified to ICAO visà-vis Chapter 3, Section (Cyclic redundancy check) of Annex 15 to the Chicago Convention. The application of ADQ requires that comprehensive plans and implementing action are prepared and put in place well in advance of that date by all the impacted stakeholders 6. This Annual Report attempts to capture relevant information on whether there is awareness by the State and the concerned stakeholders and if any preparatory work has been initiated. Has the State identified the stakeholders impacted by the provisions of the ADQ Regulation? ASPs and Airport Operators Please indicate the measures taken to ensure the awareness of the stakeholders with the applicable requirements of the ADQ Regulation: ASPs are fully aware of this regulation. EAC called two meetings within Airport Department in order to implement the transmission of data with the required standard. Has the SA already verified any compliance on subjects now covered in ADQ (e.g. QMS) being for example based on other regulations (e.g. Common Requirements)? Data Managing in EAV SpA is based on the QMS certified within the framework of Common Requirements Additional information with respect to compliance with the Interoperability IRs one 5 The ECAA and EEA States FIRs are not included in the list of Annex I to Regulation (EC) o 29/2009. However, to the extent possible, these States should also provide relevant information on whether they have initiated or intend to initiate plans or preparatory work to achieve compliance with this regulation. 6 See ADQ Implementation Support Cell at Contact details: adq@eurocontrol.int ; Telephone: LSSIP ear 2011 Italy Part III - Chapter Released Issue

108 14.9 Air avigation Charging Enforcement measures (additional to existing judicial measures) are in place for the collection of air navigation charges: [Reg. (EC) 1794/2006, Art. 14(3)] - Type of measure in place ational Legal Basis Has been effectively applied to date Denial of services: ART. 802 Codice della avigazione Aerea Detention of aircraft: ART. 802 Codice della avigazione Aerea Other: - - Has the State decided to defer the application of Regulation o. 1794/2006 in respect of terminal charges until ? [Reg. (EU) 1191/2010, Art.2] Changes since previous AR: Penalties for Infringements of SES Legislation Has the State laid down penalties for infringements of the SES Legislation as per Article 9 of Regulation (EC) o 549/2004 as amended? Dlgs 118/2008 includes penalties (fines) against the possible violation of ATCO regulation, like the abuse of licence, ratings or endorsements, abuse of psychotropic substance during service provision, etc. etc. See above LSSIP ear 2011 Italy Part III - Chapter Released Issue

109 Annex I Changes/Updates to the previous Annual Report Changes/Updates to Certification of ASPs ame of the ASP Services for which it has been certified ATS AFIS AIS CS MET Date of Last Certif./ Renewal Valid until Derogation Granted Type of Derogation EAV S.p.A 19/06/ /06/2013 AVDA SpA 20/06/ /06/2013 Annex I 2.2 Organis.Management 3.2 Q.M.S. 6.1 Economic & Financial Capacity 6.2 Financial Audit 9 Reporting Requirement Conditions Attached Additional Info Annex II IL Aeroporto Reggio Emilia s.r.l 15/09/ /09/2013 Annex I 2.2 Organis.Management 3.2 Q.M.S. 6.1 Economic & Financial Capacity 6.2 Financial Audit 9 Reporting Requirement Service METEO Info UAVAILABLE Annex II Safety Management Responsibility and External Services Safety Surveys 3.2 Safety Requirement for Risk assessment & Mitigation regarding Changes LSSIP ear 2011 Italy Part III - Chapter Released Issue

110 ame of the ASP Services for which it has been certified ATS AFIS AIS CS MET Date of Last Certif./ Renewal Valid until Derogation Granted Type of Derogation Conditions Attached Additional Info Società Aeroporto Cerrione SpA (Biella) 29/04/ /05/2012 Annex I 2.1 Organis Structure 2.2 Organis.Management 3.2 Q.M.S. 6.1 Economic & Financial Capacity 6.2 Financial Audit 9 Reporting Requirement Annex II Safety Management Responsibility and External Services Safety Surveys 3.2 Safety Requirement for Risk assessment & Mitigation regarding Changes. Aeroporto Lucca SpA 19/10/ /10/2012 Annex I 2.2 Organis.Management 3.2 Q.M.S. 4 Security 6.1 Economic & Financial Capacity 6.2 Financial Audit 9 Reporting Requirement Annex II Safety Management Responsibility and External Services Safety Surveys 3.2 Safety Requirement for Risk assessment & Mitigation regarding Changes. LSSIP ear 2011 Italy Part III - Chapter Released Issue

111 ame of the ASP Services for which it has been certified ATS AFIS AIS CS MET Date of Last Certif./ Renewal Valid until Derogation Granted Type of Derogation Conditions Attached Additional Info Alatoscana SpA (Elba Marina di Campo Airport) 06/10/ /01/2013 Annex I 2.1 Organisational Structure 2.2 Organis.Management 3.2 Q.M.S. 4 Security 6.1 Economic & Financial Capacity 6.2 Financial Audit 9 Reporting Requirement Annex II Safety Management Responsibility and External Services Safety Surveys 3.2 Safety Requirement for Risk assessment & Mitigation regarding Changes Aeroporto di Siena SpA 07/12/ /01/2013 Annex I 2.1 Organisational Structure 2.2 Organisational.Management 3.2 Q.M.S. 4 Security 6.1 Economic & Financial Capacity 6.2 Financial Audit 9 Reporting Requirement Annex II Safety Management Responsibility and External Services Safety Surveys 3.2 Safety Requirement for Risk assessment & Mitigation regarding Changes LSSIP ear 2011 Italy Part III - Chapter Released Issue

112 ame of the ASP Services for which it has been certified ATS AFIS AIS CS MET Date of Last Certif./ Renewal Valid until Derogation Granted Type of Derogation Conditions Attached Additional Info GE.AR.TO SpA (aeroporto Tortolì) 19/06/ /06/2013 Annex I 2.1 Organisational Structure 2.2 Organis.Management 3.2 Q.M.S. 4 Security 6.1 Economic & Financial Capacity 6.2 Financial Audit 9 Reporting Requirement Annex II Safety Surveys 3.2 Safety Requirement for Risk assessment & Mitigation regarding Changes Aeroporto G. Caproni Trento SpA 21/10/ /09/2013 Annex I 3.2 Q.M.S. 6.1 Economic & Financial Capacity 6.2 Financial Audit 9 Reporting Requirement SOGEAOR SpA Aeroporto Oristano Annex II IL 10/05/2012 Certification suspended [Ref. EAC /SSA dated ] LSSIP ear 2011 Italy Part III - Chapter Released Issue

113 Changes to Designation of ATS & MET Providers Use the table below to report on the ATS and MET providers for which any of the requested information has changed during the reporting period or an update is required. ame of the ATS/MET Provider Designating Authority Reference to the designation act Designated for: ATS MET Airspace Under its Responsibility Date of last Designation Valid Until Conditions Attached Additional Info EAV S.p.A Parliament + MoT Air avigation Services (AS) are provided by ITAF or EAV S.p.A. within the Air Space respectively assigned by ational Law (DPR 484/81).In 2006 the new Code of Air Law confirmed EAV position in article 691bis. This designation has been brought in full compliance with SES regulation by the ASP Certificate.At the same time. AVDA SpA EAC ATS Provider published in AIP Italy. Formal designation act to be issued within 2012 Aeroporto Reggio Emilia s.r.l EAC As above /A Reggio Emilia airport traffic circuits Società Aeroporto Cerrione SpA (Biella) See AIP ITAL 01/01/1981 unlimited /A Aosta ATZ - 31/12/ /12/2012 EAC As above Biella airport traffic circuits - 31/12/2012 Aeroporto Lucca SpA EAC As above Lucca Tassignano ATZ - 31/12/2012 Alatoscana SpA (Elba Marina di Campo Airport) EAC As above Marina di Campo ATZ - 31/12/2012 Aeroporto di Siena SpA EAC As above Siena ATZ - 31/12/2012 GE.AR.TO SpA (aeroporto Tortolì) Aeroporto G. Caproni Trento SpA EAC As above Tortoli ATZ - 31/12/2012 EAC Certficate of designation n.08 SOGEAOR EAC Certficate of designation n.09 Trento ATZ 21/09/ /09/2014 /A Oristano/Fenosu ATZ 10/05/ /05/2015 LSSIP ear 2011 Italy Part III - Chapter Released Issue

114

115

116

117 Chapter 15 - Annual Report on the Application of FUA 15.1 ational organisation and responsibilities at the 3 levels of FUA At Strategic Airspace Management Level 1 FUA Level 1 Implemented: The State has established appropriate FUA Level 1 mechanisms, e.g. High Level Airspace Policy Body: Operational Coordination Committee (CCO) The strategic level is managed by a Joint ational High Level Body (strategic board) defined as Operational Coordination Committee (CCO) composed of senior representatives from the ational Supervisory Authority (EAC), Civil Air avigation Service Provider (EAV) and the Italian Air Force. The CCO meets ad-hoc depending on ASM needs. It establishes ational ASM policy taking into account national and international airspace users and ATS service providers requirements. CCO meets whenever a change in the agreed strategic policy is needed. A regularly review both of the Airspace and of the ASM procedures, is periodically made by dedicated strategic Departments in charge of that task. Measures established to ensure consistency between: - ASM and ATFM: Operational Coordination Committee (CCO). - ASM (AMC) and ATFM (FMP) functions are not colocated; - ATFCM/ASM Unit are established; - Ad-hoc coordination is made when required; - ASM and ATS: Operational Coordination Committee (CCO) - The AMC coordinates with FMP and/or Supervisor. A negotiation action is needed anytime there is a discrepancy between Airspace Users request (Italian Air Force) and ATCOs needs. Usually the phone coordination is the best way to finalise an efficient negotiation The State has notified the Commission the identified persons/organisations responsible for all the tasks listed in Art. 4.1 of the FUA Regulation: Art. 4.3; GE-PRPL-05, GE-PRPL Date and Reference of the Communication: GE-PRPL June 2006 The State has ensured that the following tasks related to ASM Level 1 are performed by the responsible body (referred to above): - Regularly review and address users requirements Art. 4.1.b; L1-APPC-05, L1-APPC-06 The CCO review meetings are made on ad-hoc basis and give appropriate strategic lines of actions to the civil and military Authorities concerned The airspace users are involved by a means of a continuous coordination in Airspace policy within all three levels. - Approve activities which require airspace reservation or restriction Art. 4.1.c; L1-APPC-07, L1-APPC-07-01, L1-APPC-07-02, L1-APPC The HLAPB established a policy, mechanisms and processes to assess and approve activities but in some situations (e.g. peace keeping scenarios etc. Italian Air Force (on MoT/MoD mandate) a coordination with the ational Provider and the Regulator is necessary to put in place ad-hoc procedures to manage the operational scenario. Furthermore, a list of approved civil and military activities requiring airspace reservation or restriction based on the safety of other airspace users is in place and consists of a set of actions finalized to the publication of information (e.g OTAM emission) useful for A.O. to provide safety of air operations. - Define temporary airspace structures and procedures to offer multiple airspace reservation and route options Art. 4.1.d; L1-APPC-08, L1-APPC-08-01, L1-APPC-08-02, L1-APPC-08-03, L1-APPC-08-04, L1-APPC , L1-APPC The Airspace structure is designed in order to offer to AOs the best flexible options both for planning and navigation over ational territory. LSSIP ear 2011 Italy Part III - Chapter 15-2 Released Issue

118 - Establish criteria and procedures providing for the creation and use of adjustable lateral and vertical limits of the airspace Art. 4.1.e; L1-APPC-09, L1-APPC-09-01, L1-APPC-09-02, L1-APPC-09-03, L1-APPC-10 Doc 4444 ICAO Air Traffic Management Doc 9426 ICAO ATS Planning Manual Annex 11 ICAO Air Traffic Services Annex 2 ICAO Rules of the Air Circolare EAC ATM06 (January 2011) Eurocontrol Handbook for Airspace Management, Handbook for Airspace Planning Circolare EAC ATM The airspace reservations and restrictions are variable in time (to make the more efficient use of airspace) and volume - Assess the national airspace structures and route network with the aim of planning for flexible airspace structures and procedures Art. 4.1.f; L1-APPC-11, L1-APPC-12, L1-APPC A continuous assessment on current airspace structures and route network is applied. EAV Airspace Design Department is responsible of the assessment of route network in coordination with, SA and Italian Air Force. Any short term change of any airspace structure is published by OTAM or SUP and integrated in AIP. - Define specific conditions under which the responsibility for separation between civil and military flights rests on the ATS units or on the controlling military units Art. 4.1.g; L1-APPC-13, L1-APPC-13-01, L1-APPC-13-02, L1-APPC According to the national legislation and relevant provision of standard LoAs. - Establish mechanisms to assess performance of FUA operations. If yes, indicate: Art. 4.1.m; PERF-REQU-01 Body responsible to perform the assessment: Frequency of the assessment: Participation: KPIs / KPAs used: Is there a formal process to consult the outcome of the assessment with airspace users? On regular basis ad-hoc assessments are performed according to dedicated KPI. The process of consultation is being set up in the meanwhile no complain has been received so far by the airspace users. - Based on the outcome of this assessment, periodically review and revise as necessary, airspace procedures. If yes, indicate: Art. 4.1.m; PERF-REQU-01 Body to whom the assessments are submitted: Body responsible to review and revise airspace operational procedures: Establish mechanisms to archive data on the requests, allocation and actual use of airspace structures for further analysis and planning activities Art. 4.1.n; PERF-REQU-02 Each of the AS provider has a dedicated mechanism to archive their own data anyhow a common mechanism is still to be defined pending the definition of a standard format Apart from Danger Areas over the High Seas and Prohibited areas, the State has abandoned application of permanent airspace restrictions: Art.3.c; GE-PRPL-04, GE-PRPL-04-01, GE-PRPL-04-02, GE-PRPL-04-03, Changes since previous FUA Report: At Pre-tactical Airspace Management Level 2 FUA Level 2 Implemented: Airspace Management Cell AMC: See below Joint Civil- Military Cell: LSSIP ear 2011 Italy Part III - Chapter 15-3 Released Issue

119 The FUA Level 2 activity is performed by AMC at pre-tactical level and ACU for temporary air space use coordination regarding special activities. Both Units employ civil and military personnel according special agreements signed by the respective organisation. The airspace is allocated in accordance with the conditions and procedures defined in Article 4.1: The established AMC (referred to above) is provided with adequate dedicated ASM supporting systems to perform and communicate the pre-tactical airspace management tasks: Art. 5.3; GE-TECH-02, GE-TECH-03, GE-TECH-05, GE-TECH Changes since previous FUA Report: ASM Eurocontrol supporting tools At Tactical Airspace Management Level 3 FUA Level 3 Implemented: The tactical level of Airspace Management is a dedicated task assigned to the co-located Military ATS Units and to the EAV Area Control Centers in terms of activation, deactivation and re-allocation of the airspace in real time. Additionally, in order to manage OAT traffic and to perform coordination activities with civilian service provider, Military ATS Units are co-located within each Italian ACCs. They use the same technology and data. System optimisation/modification (i.e. automatic analysis of TSA infringements) was completed in The State has ensured that the relevant ATS Units and controlling military units: - establish coordination procedures and communication facilities to allow the real-time activation, deactivation or reallocation of airspace allocated at pre-tactical level: Art. 6.1; GE-TECH-04, GE-TECH-05, GE-TECH-05-01, L3-RTCM-01 Specific LoAs are in force. The tools are the same used both by civil and military personnel in the Op Rooms (radar consolle, HMI).Telephone, fax, mail, AFT could be also are used for any other data exchange purposes. - establish coordination procedures to ensure the timely and effective exchange of any modification of planned airspace reservations and the adequate notification to all affected users: Art. 6.2; GE-PERS-03, GE-PERS-04, GE-TECH-04, L3-RTCM-02 Specific LoAs are in force. System-to-system coordination is in place in order to facilitate an immediate change of promulgated data and their diffusion to the Airspace Users. The coordination could also be performed by telephone, fax, mail, AFT, according to the situation. - establish coordination procedures and supporting systems to ensure safety when managing interactions between civil and military flights: Art. 6.3; GE-PERS-03, GE-PERS-04, GE-TECH-04 Specific LoAs are in force and fully interoperability of systems. The interactions between civil and military are assured by the co-location of Air Force Coordination Centres (SCCAM) in any of the four Italian ACC. That permits safety of air operations. Moreover, civil and military personnel involved are all trained, qualified and certified. - establish coordination procedures to permit direct communication of relevant information to resolve specific traffic situations where civil and military controllers are providing services in the same airspace: Art. 6.4; L3-ASPU-01 Specifically: - Position of aircraft Fully interoperability of systems - Flight intention of aircraft (e.g. exchange of Flight Plan data) Both automatic and voice data exchange All airspace reservations are released as soon as activities having caused their establishment cease: Art. 3.c; GE-PRPL-04, GE-PRPL-04-01, GE-PRPL-04-02, GE-PRPL-04-03, GE-TECH-01 Voice communication and data exchange between military and civil Units Changes since previous FUA Report: LSSIP ear 2011 Italy Part III - Chapter 15-4 Released Issue

120 15.2 Cooperation between Member States at the 3 levels of FUA At Strategic Airspace Management Level 1 The State coordinates its airspace management policy with the respective States to jointly address the use of cross-border airspace structures: Art. 4.1.h; L1-CBO-01, L1-CBO-02 Coordination activities and a new Airspace structure are in place with Swiss and France. Italy-Swiss: CBA 60 and CBA 600 which implementation has been coordinated among Italian and Swiss SA, Air force and Providers. Italy-France: LI D67/LFD67 Solenzara. which is coordinated and used between the Italian Air Force and France Air Force. EAV participates to Eurocontrol AT/RDSG/ASMSG Type(s) of cross-border airspace use is applied in the State: Cross-border area Art. 4.1.j; L1-CBO-04, L1-CBO-05 Shared reserved airspace (TRA and TSA) Art. 4.1.j; L1-CBO-04, L1-CBO-05 Conditional routes Art. 4.1.j; L1-CBO-04, L1-CBO-05 Cross Border Area with Swiss (CBA 60 and CBA 600): The area is in force since 16 December 2010 (AIRAC 10/2010) LI D67/LFD67 France and Swiss SWISS CBA 60 and CBA 600: UQ336 (CDR3) U170 (CDR3 BT DILEB-ABREG) UP 131 (CDR1 BT RESIA-GIGGI) UZ909 (CDR1 BT RESIA-ELTAR) FRACE LI D67/LFD67: UQ125 (CDR3 BT EMIT-ROMPO) UZ254 (CDR BT ELB-BATOX) Q125 (CDR3 BT EMIT-ROMPO) Z254 (CDR BT ELB-BATOX) The State has established with neighbouring States one common set of standards for separations between civil and military flights for cross-border activities: Art. 4.1.k; GE-PERS-01, GE-PERS-01-01, L1-CBO-06, L1-CBO Changes since previous FUA Report: At Pre-tactical Airspace Management Level 2 If cross-border operations apply, has the State established a joint or multinational AMC with neighbouring State(s): Art. 5.2; L2-CBO-01, L2-CBO-01-01, L2-CBO-02 Changes since previous FUA Report: LSSIP ear 2011 Italy Part III - Chapter 15-5 Released Issue

121 At Tactical Airspace Management Level 3 The State has established a common set of procedures to manage specific traffic situations and/or to enhance the realtime airspace management between civil and military units involved in or concerned with cross-border activities: Art. 6.5; L3-CBO-01, L3-CBO-01-01, L3-CBO-02, L3-CBO-02-01, L3-CBO , L3-CBO Changes since previous FUA Report: At the moment a common set of procedures (OTAM and phone coordination) are in place with France Safety assessment The State has established a safety management process to conduct all safety assessment activities before the introduction of any changes to the operations of the FUA: Art. 7; GE-PERS-05, SAFE-REQU-01, SAFE-REQU-02, SAFE-REQU-03 Safety assessment activities are conducted any time there is a change 15.4 Evaluation of the functioning of agreements, procedures and systems Has the State established a mechanism to evaluate the functioning of agreements, procedures and supporting systems established at the three levels of ASM? Annex; GE-PRPL If yes, is this evaluation conducted with regard to safety, airspace capacity, efficiency and flexibility of operations of all users? Annex; GE-PRPL The evaluation mechanism is under definition in the framework of the general review of the FUA in Italy 15.5 Compliance monitoring The State is fully compliant with the FUA Regulation: SA is putting in place as a priority a list of actions to collect evidence about the FUA processes and performance assessment and to consult airspace users The State has established a FUA compliance monitoring processes: Annex Additional comments: An oversight plan is being set up for 2012, including the collection of data Problems encountered and need for changes Problems encountered in the implementation of the FUA regulation and need for changes Annex The main problem is the need to adapt the present ASM level 1 structure to the new and future SES scenario, in terms of composition and roles of the High Level Airspace Policy Body, LSSIP ear 2011 Italy Part III - Chapter 15-6 Released Issue

122

123 LSSIP ear 2011 PART IV - TRAFFIC AD ATM PERFORMACE LSSIP ear 2011 Italy Released Issue

124

125

126

127 Chapter 16 - En-route Cost-efficiency The Italian Performance Plans for the first reference period (RP1: ) has been adopted by the Italian State and sent to the European Commission (EC) on the 30 th of June The PRB assessment report on the Italian Performance Plan, issued in September 2011, has verified that Italy has passed all the primary checks as provided in Annex III of the EC Regulation n. 691/2010 except the one related with the unit rate trend. In its ational Performance Plan Italy has widely described the peculiar situation that has had an impact on its cost-efficiency indicator. In fact, Italy has been heavily and negatively affected by the effects on traffic of the socio-political unrests in orth Africa. As a matter of a fact, the Italian cost-efficiency performance (and the related cost planning, which shows a substantial invariance of costs in real terms throughout the entire RP1) was based on STATFOR SU forecasts published in February 2011 when the effects of the orth African crisis were not yet visible. Under those assumptions, in the period the Italian DUR would have had an average efficiency of the 3,2% per year. These results would have been perfectly in line with the EU wide cost-efficiency target trend. Instead, using the STATFOR SU forecast released in May that took into account the orth Africa crisis impacts on the Italian traffic, the decrease in average of the Italian Determined Unit Rate for the period is of the 2,5% per year. This peculiar situation has been recognised also by PRB in the September 2011 report assessment in which is stated that the traffic outlook remains very uncertain and volatile, and at the time of writing, it is very difficult to predict the length of the crisis and the magnitude of its impact during RP1 ( ). As required in the EC Recommendation n.8329/2011 and despite the peculiar situation generated by the orth African crisis fed by the economic crisis that is interesting in particular the European area (that is revising upwards the level of uncertainties on the future demand and hence on traffic forecasts), Italy has presented to the EC - on January its Addendum to the ational Performance Plan with a revision of its cost efficiency target for the first RP. In the scope of the revision of the cost efficiency target, EAV, EAC and ITAF costs for the reference period ( ) are the same as reported in the PP presented in June. Instead, national costs for the calculation of the cost efficiency target have been slightly revised upwards due to the increase in EUROCOTROL costs. At the same time, Italy has presented service units forecasts for 2013 and 2014 to some extent revised in increase compared to June 2011 Plan. It is important to underline that the orth African crisis is foreseen to have its major impacts in 2012, which appears to have low margins for recovery in terms of traffic levels (as an example, just consider the values registered in ovember 2011 that show a decrease of - 9% in terms of SU compared to the previous year) while for the years 2013 and 2014 it is reasonable to assume that there are still areas for improvement. In line with the Performance Scheme, the Determined Unit Rate for Italy shows a decreasing trend. In fact, Italy would be able to guarantee an average decrease of the Italian DUR of about the 2,7% per annum (in RP1) instead of the 2,5% reported in the ational Performance Plan presented in June. The yearly values of the DUR would allow a decrease respectively of -1,5% in 2012, -3,1% in 2013 and -3,4% in Therefore, the contribution to the achievement of the EU wide targets would improve as the Italian DUR decreases - in the period of about 7,8% (instead of 7,4% as reported in the ational Performance Plan presented in June). The Addendum to the ational Performance Plan will be subject to the scrutiny of the EC and the PRB. Feedbacks are expected within the end of April Sources: 1) The Italian Performance Plan for Air avigation Services, Reference Period 1, June ) PRB assessment Report of Performance Plan for RP1 Italy, September ) Addendum to the Italian Performance Plan for Air avigation Services, Reference Period 1, January ) EC Regulation n.691/2010 5) EC Recommendation n.8329/2011 LSSIP ear 2011 Italy Part IV - Chapter 16-1 Released Issue

128 Chapter 17 - En-route Traffic and Capacity 17.1 Evolution of traffic in Italy For what concerns traffic, exceptional circumstances arising from the Libyan crisis, and in general the unrest in the orth African region, have severely affected traffic patterns and traffic volumes over a number of European States, including the Italian en-route airspace, since the beginning of This resulted in a sensitive decrease of overflights. Traffic outlook remains very uncertain and volatile therefore it is still very difficult to predict the length of the crisis and the magnitude of its impact during RP1 ( ) Italy - Annual IFR Movements IFR flights IFR movements - Actuals IFR movements - Baseline forecast IFR movements - High forecast IFR movements - Low forecast A 2008 A 2009 A 2010 A 2011 F 2012 F 2013 F 2014 F 2015 F 2016 F A = Actual F = Forecast Italy - Distribution (Ref. year 2010) Domestic flights 22% Overflights 30% International Dep/Arr 48% LSSIP ear 2011 Italy Part IV - Chapter 17-1 Released Issue

129 STATFOR Medium-Term Forecast (released October 2011) IFR flights yearly growth 2008 A 2009 A 2010 A 2011 F 2012 F 2013 F 2014 F 2015 F 2016 F H 4.3% 4.5% 4.8% 4.1% 4.0% 4.1% Italy B -2.4% -5.1% 3.9% 3.2% 3.9% 3.2% 2.7% 2.8% 2.8% L 2.2% 3.3% 2.2% 1.6% 1.8% 1.9% ESRA B 0.4% -6.6% 0.8% 4.5% 2.5% 2.5% 2.6% 2.6% 2.6% STATFOR Medium Term Forecast (MTF October 2011): % growth 2012 compared to 2011 Domestic: 0.8 % Arr / Dep: 2.5 % Overflights: 8.4 % Total: 3.9 % 2011 Traffic in Italy decreased by 0.4% during Summer 2011 (May to October inclusive), when compared to the same period during The STATFOR medium-term forecast (MTF) predicts an average annual increase between 2.2% and 4.3%, with a baseline growth of 3.1% for Italy during the planning cycle BRIDISI ACC Traffic and en-route ATFM delays IFR flights (Daily Average) LIBBACC - Traffic and en-route ATFM delays Peak Day Traffic Summer Traffic early Traffic Summer Traffic Forecast High Traffic Forecast - Summer Low Traffic Forecast - Summer Summer enroute delay (all causes) Enroute Delay (minutes per flight) LSSIP ear 2011 Italy Part IV - Chapter 17-2 Released Issue

130 Summer 2011 performance Traffic Evolution 2011 Capacity Baseline En-route Delay (min/flight) Optimum All reasons Without weather Capacity gap % 117 (+0%) o Average en-route delay per flight remained at zero, the same as during Summer Capacity Plan +0% Achieved Comments Assessment of sector loads and lay-out optimisation according to traffic demand and system enablers implementation Airspace management and ATS route assessment and/or improvements according to network needs and EAV s Flight Efficiency Plan ew DFL at FL325 north east area UL5 Dualisation AOR: modification of SW1 sector upper limit from FL285 to FL305 Maximum configuration: 6 sectors if required Summer 2011 performance assessment es es es es es es Regular activity on annual basis Regular activity on annual basis The capacity offered during the Summer period 2011 was enough to meet the demand. The ACC capacity baseline of 117 reflects the potential capacity of the ACC the peak hour demand during Summer 2011 remained below this level, demonstrating that there is spare capacity in the system. A maximum 5 sector configuration was opened during peak hours 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. The summer capacity profile and delay breakdown has been derived according to the following parameters: : capacity requirement profiles based on the delay breakdown per ACC as provided in January : breakdown of a European delay target of 0.7 min/flight for the Summer season, corresponding to the 2014 yearly EU target of 0.5 minute average ATFM enroute delay per flight. ACC LIBBCTA 2011 Baseline LIBB 117 Summer en-route ATFM delay breakdown Capacity Profiles Profiles (hourly movements and % yearly increase) H 117 0% 117 0% 118 1% 118 0% 118 0% Ref % 117 0% 117 0% 117 0% 117 0% L 117 0% 117 0% 117 0% 117 0% 117 0% C/R 117 0% 117 0% 117 0% 117 0% 117 0% Capacity Plan ear Measures planned Sector loads and sector optimisation assessment according to traffic demand and system enablers implementation Airspace management and ATS route assessment and/or improvements according to network needs, EAV s Flight Efficiency Plan and/or BLUEMED FAB implementation Additional capacity benefits from VDL Mode Mode S and LIK IT implementation 2 implementation by all stakeholders LSSIP ear 2011 Italy Part IV - Chapter 17-3 Released Issue

131 ADSB Max sectors 6* 6* 6* 6* 6* Capacity increase p.a. Reference profile Additional information 0 % 0 % 0 % 0 % 0 % 0% 0% 0% 0% 0% * Maximum 6 sectors configurations could be opened depending on traffic demand and staff availability. LIBBCTA - Reference capacity profile and alternative scenarios 130 Capacity profile (movements per hour) Reference Capacity Profile Capacity Profile - Current Routes Capacity Profile - High Capacity Profile - Low Capacity Baseline Plan Planning Period Outlook o problems are foreseen for Brindisi during the planning cycle. Capacity enhancement measures planned are in the order of fine tuning the capacity already existing in the system. LSSIP ear 2011 Italy Part IV - Chapter 17-4 Released Issue

132 17.3 MILA ACC Traffic and en-route ATFM delays LIMMACC - Traffic and en-route ATFM delays IFR flights (Daily Average) Enroute Delay (minutes per flight) Peak Day Traffic Summer Traffic early Traffic Summer Traffic Forecast High Traffic Forecast - Summer Low Traffic Forecast - Summer Summer enroute delay (all causes) Summer 2011 performance Traffic Evolution 2011 Capacity Baseline En-route Delay (min/flight) Optimum All reasons Without weather Capacity gap +0.3 % 164 (+0%) o Average en-route delay per flight stayed at zero in Summer Capacity Plan +0% Achieved Comments Assessment of sector loads and lay-out optimisation according to traffic demand and system enablers implementation Airspace management and ATS route assessment and/or improvements according to network needs and EAV s Flight Efficiency Plan PRAV STARs at Milan Malpensa Maximum configuration: 17 sectors if required Summer 2011 performance assessment es es es es Regular activity on annual basis Regular activity on annual basis The capacity offered during the Summer period 2011 was enough to meet the demand. The ACC capacity baseline of 164 reflects the potential capacity of the ACC the peak hour demand during Summer 2011 remained below this level, demonstrating that there is spare capacity in the system. A maximum 17 sector configuration was opened (6 Terminal + 11 en-route sectors) 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. The summer capacity profile and delay breakdown has been derived according to the following parameters: : capacity requirement profiles based on the delay breakdown per ACC as provided in January : breakdown of a European delay target of 0.7 min/flight for the Summer season, corresponding to the 2014 yearly EU target of 0.5 minute average ATFM enroute delay per flight. LSSIP ear 2011 Italy Part IV - Chapter 17-5 Released Issue

133 ACC LIMMCTA 2011 Baseline LIMM 164 Summer en-route ATFM delay breakdown Capacity Profiles Profiles (hourly movements and % yearly increase) H 164 0% 165 1% 166 1% 168 1% 171 2% Ref % 164 0% 164 0% 164 0% 165 1% L 164 0% 164 0% 164 0% 164 0% 164 0% C/R 164 0% 165 1% 166 1% 167 1% 168 1% Capacity Plan ear Sector loads and sector optimisation assessment according to traffic demand and system enablers implementation Airspace management and ATS route assessment and/or improvements according to network needs, EAV s Flight Efficiency Plan and/or BLUEMED FAB implementation Mode S trial Mode S and LIK IT implementation Additional capacity benefits from VDL Mode 2 implementation by all stakeholders Measures planned Activity to optimize the W Upper Area of Milano UIR Reorganisation of Milano TMA Implementation of CDA in LIMC and LIML according to EV01 ADSB Max sectors 18* 18* 18* 18* 18* Capacity increase p.a. Reference profile Additional information 0% 0% 1% 1% 2% 0% 0% 0% 0% 1% * Maximum 16/18 sectors configurations could be opened depending on traffic demand and staff availability (6/7 Terminal + 10/11 en-route). For limited periods of time, 18 sectors could be made available. LIMMCTA - Reference capacity profile and alternative scenarios 180 Capacity profile (movements per hour) Reference Capacity Profile Capacity Profile - Current Routes Capacity Profile - High Capacity Profile - Low Capacity Baseline Plan Planning Period Outlook o problems are foreseen for Milano during the planning cycle. Capacity enhancement measures planned are in the order of fine tuning the capacity already existing in the system. LSSIP ear 2011 Italy Part IV - Chapter 17-6 Released Issue

134 17.4 PADOVA ACC Traffic and en-route ATFM delays LIPPACC - Traffic and en-route ATFM delays IFR flights (Daily Average) Enroute Delay (minutes per flight) Peak Day Traffic Summer Traffic early Traffic Summer Traffic Forecast High Traffic Forecast - Summer Low Traffic Forecast - Summer Summer enroute delay (all causes) Summer 2011 performance Traffic Evolution 2011 Capacity Baseline En-route Delay (min/flight) Optimum All reasons Without weather Capacity gap +2.5% 185 (+3%) o Average en-route delay per flight slightly increased to 0.1 min per flight in Summer % of the delays were due to weather. Capacity Plan +2% Achieved Comments Assessment of sector loads and lay-out optimisation according to traffic demand and system enablers implementation Airspace management and ATS route assessment and/or improvements according to network needs and EAV s Flight Efficiency Plan ew DFL at FL325 Maximum configuration: 12 sectors if required Summer 2011 performance assessment es es es es Regular activity on annual basis Regular activity on annual basis The capacity baseline of 185 for Padova ACC was calculated with ACCESS, representing the capacity delivered during the Summer season. During the measured period, the average peak 1 hour demand was 174 and the average peak 3 hour demand was 163. A maximum 12 sector configuration was opened 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. The summer capacity profile and delay breakdown has been derived according to the following parameters: : capacity requirement profiles based on the delay breakdown per ACC as provided in January : breakdown of a European delay target of 0.7 min/flight for the Summer season, corresponding to the 2014 yearly EU target of 0.5 minute average ATFM enroute delay per flight. LSSIP ear 2011 Italy Part IV - Chapter 17-7 Released Issue

135 LIPPCTA Summer en-route ATFM delay breakdown ACC 2011 Baseline LIPP 185 Capacity Profiles Profiles (hourly movements and % yearly increase) H 191 3% 195 2% 200 3% 207 3% 216 4% Ref % 191 1% 194 2% 198 2% 203 3% L 189 2% 191 1% 192 1% 193 1% 195 1% C/R 190 3% 191 1% 194 2% 198 2% 201 2% Capacity Plan ear Sector loads and sector optimisation assessment according to traffic demand and system enablers implementation Airspace management and ATS route assessment and/or improvements according to network needs, EAV s Flight Efficiency Plan and/or BLUEMED FAB implementation Additional capacity benefits from VDL Mode S and LIK IT implementation Mode 2 implementation by all stakeholders Measures planned Sectorisation and configuration revision to optimise ATM and sectors loads according to network needs Implementation of CDA in LIPZ according to EV01 ADS-B Max sectors 12* 12* 12* 12* 12* Capacity increase p.a. Reference profile Additional information 2% 2% 2% 1% 1% 3% 1% 2% 2% 3% * Maximum 12 sectors configurations could be opened depending on traffic demand and staff availability. Depending on the traffic evolution, the number of sectors could increase in the medium term. LIPPCTA - Reference capacity profile and alternative scenarios Capacity profile (movements per hour) Reference Capacity Profile Capacity Profile - Current Routes Capacity Profile - High Capacity Profile - Low Capacity Baseline Plan Planning Period Outlook Capacity enhancement measures planned will confirm a good performance in 2012/2013. Some additional measures might need to be envisaged from 2014 depending on the traffic evolution. LSSIP ear 2011 Italy Part IV - Chapter 17-8 Released Issue

136 17.5 ROME ACC Traffic and en-route ATFM delays LIRRACC - Traffic and en-route ATFM delays IFR flights (Daily Average) Enroute Delay (minutes per flight) Peak Day Traffic Summer Traffic early Traffic Summer Traffic Forecast High Traffic Forecast - Summer Low Traffic Forecast - Summer Summer enroute delay (all causes) Summer 2011 performance Traffic Evolution 2011 Capacity Baseline En-route Delay (min/flight) Optimum All reasons Without weather Capacity gap -0.9 % 242 (+3%) o Average enroute delay per flight remained at zero, the same as during Summer Capacity Plan +3 % Achieved Comments Assessment of sector loads and lay-out optimisation according to traffic demand and system enablers implementation es Regular activity on annual basis Airspace management and ATS route assessment and/or improvements according to network needs and EAV s Flight Efficiency Plan UL5 Dualisation Implementation of P-RAV in Roma TMA AOR: modification of ESE sector lower limit from FL285 to FL305 Maximum configuration: 20 sectors if required Summer 2011 performance assessment es es es es es Regular activity on annual basis The capacity baseline of 242 for Rome ACC was calculated with ACCESS, representing the capacity delivered during the Summer season. During the measured period, the average peak 1 hour demand was 224 and the average peak 3 hour demand was 213. A maximum 18 sector configuration was opened (4 C, 7 and 7 S) 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. The summer capacity profile and delay breakdown has been derived according to the following parameters: : capacity requirement profiles based on the delay breakdown per ACC as provided in January : breakdown of a European delay target of 0.7 min/flight for the Summer season, corresponding to the 2014 yearly EU target of 0.5 minute average ATFM enroute delay per flight. LSSIP ear 2011 Italy Part IV - Chapter 17-9 Released Issue

137 ACC LIRRCTA 2011 Baseline LIRR 242 Summer en-route ATFM delay breakdown Capacity Profiles Profiles (hourly movements and % yearly increase) H 243 0% 245 1% 248 1% 253 2% 264 4% Ref % 243 0% 244 0% 247 1% 250 1% L 242 0% 242 0% 243 0% 244 0% 245 0% C/R 243 0% 244 0% 246 1% 251 2% 257 2% Capacity Plan ear Sector loads and sector optimisation assessment according to traffic demand and system enablers implementation Airspace management and ATS route assessment and/or improvements according to network needs, EAV s Flight Efficiency Plan and/or BLUEMED FAB implementation Additional capacity benefits from VDL Mode S trial Mode S and LIK IT implementation Measures Mode 2 implementation by all stakeholders planned Implementation of CDA in LIRF according to EV01 Activity to optimize the W Upper Area of Milano UIR ADSB Max sectors 21* 21* 21* 21* 21* Capacity increase p.a. Reference profile Additional information 1% 1% 1% 1% 1% 0% 0% 0% 1% 1% * maximum 21 sectors could be opened depending on traffic demand and staff availability LIRRCTA - Reference capacity profile and alternative scenarios Capacity profile (movements per hour) Reference Capacity Profile Capacity Profile - Current Routes Capacity Profile - High Capacity Profile - Low Capacity Baseline Plan Planning Period Outlook Capacity enhancement measures planned will consolidate the good performance achieved over the previous years. o significant problems are foreseen for Roma ACC in the coming planning cycle. LSSIP ear 2011 Italy Part IV - Chapter Released Issue

138 17.6 Reference values of the breakdown of the EU capacity/delay target The planning period includes the first SES reference period (2012 to 2014) of the performance regulation, with the following EU en-route delay targets: 2014 : 0.5 minutes average en-route ATFM delay per flight for the full year and for all causes, as adopted by the European Commission 2012 and 2013 : 0.7 and 0.6 minutes, respectively, average en-route ATFM delay per flight for the full year and for all causes, as recommended by the PRB The EU en-route delay target was broken down at ASP and ACC level by EUROCOTROL in January To take into account the seasonality of traffic and delays, Summer and Winter seasons were assessed separately: 2012: 1 min/flight Summer season 0.3 min/flight Winter season 2013: 0.85 min/flight Summer season 0.3 min/flight Winter season 2014: 0.7 min/flight Summer season 0.3 min/flight Winter season ITAL The figure below presents: * - yearly en-route delay performance *2011 up to end of October yearly en-route delay target set in the Italian performance plan. Italy 0.50 early delay per flight (all reasons) EU delay breakdown Delay (min) per flight The ACC values in the sections below are just reference values from a network perspective. LSSIP ear 2011 Italy Part IV - Chapter Released Issue

139 BRIDISI ACC The figure below presents: * - yearly en-route delay performance. *2011 up to end of October yearly en-route delay breakdown that has been assessed for each ACC to meet the European target. LIBBACC 0.50 early delay per flight (all reasons) EU delay breakdown 0.40 Delay (min) per flight MILAO ACC The figure below presents: * - yearly en-route delay performance. *2011 up to end of October yearly en-route delay breakdown that has been assessed for each ACC to meet the European target. LIMMACC 0.50 early delay per flight (all reasons) EU delay breakdown 0.40 Delay (min) per flight LSSIP ear 2011 Italy Part IV - Chapter Released Issue

140 PADOVA ACC The figure below presents: * - yearly en-route delay performance. *2011 up to end of October yearly en-route delay breakdown that has been assessed for each ACC to meet the European target. LIPPACC 0.50 early delay per flight (all reasons) EU delay breakdown Delay (min) per flight ROMA ACC The figure below presents: * - yearly en-route delay performance. *2011 up to end of October yearly en-route delay breakdown that has been assessed for each ACC to meet the European target. LIRRACC 0.50 early delay per flight (all reasons) EU delay breakdown 0.40 Delay (min) per flight LSSIP ear 2011 Italy Part IV - Chapter Released Issue

141 More information on the methodology related to capacity planning is available in the following document and EUROCOTROL website: Capacity Assessment & Planning Guidance LSSIP ear 2011 Italy Part IV - Chapter Released Issue

142 Chapter 18 - Airport Traffic and Capacity 18.1 Airport VEEZIA (LIPZ) Airport traffic The graph below shows traffic development from 2008 to actual and traffic forecast until 2016 (Departures + Arrivals). IFR movements yearly growth Airport Scenario LIPZ Actual -10.0% -5.1% -1.4% [STATFOR] LIPZ Base 4.7% 1.7% 1.8% 2.1% 2.3% 2.4% [STATFOR] LIPZ High 5.6% 2.2% 3.5% 3.4% 3.5% 3.7% [STATFOR] LIPZ Low 4.0% 1.2% 0.5% 0.9% 1.3% 1.3% [STATFOR] LIPZ Reporting Local 3.0% Sources: STATFOR MTF September 2011 EUROCOTROL Airport Unit (Airport Corner) October 2011 Reporting Local LSSIP ear 2011 Italy Part IV - Chapter 18-1 Released Issue

143 Airport Delays and Capacity VEEZIA Airport is identified as potentially having an effect upon the network in terms of ATFCM delays (Cf. etwork Operations Plan Summer 2011) Airport Delays LIPZ Average ATFM Delay per Flight and Breakdown of Total Delay Minutes Caused by Arrival Restrictions Minutes ,22 1,2 0, (Upto Q3 2011) 1,40 1,20 1,00 0,80 0,60 0,40 0,20 0,00 Average Delay per Flight from Arrival Restrictions (mins) ATC ID ACTIO ATC EQUIPMET ATC CAPACIT AERODROME CAPACIT OTHER ATC STAFFIG WEATHER ear AVERAGE DELA PER FLIGHT (M IS) In this graph the definition of ATFM delay is based on the difference between the planned off-block time and the calculated off-block time, taking into account slot time and estimated taxi time. Source: CODA Airport Current Declared Capacity Information in the tables was extracted from the Airport Corner data, at the EUROCOTROL Airport Unit, updated in October Capacities for different runway configurations Runway Configuration: Max Arrivals : Max Departures: Global : Optimum: 04R mixed mode L mixed mode 8 04L mixed mode 9 22R mixed mode 8 Additional Information: Capacities during adverse weather conditions Category II RVR value equal or less than 550M, but more than 400M and/or cloud base< 200ft - 14 mvt/h RVR value equal or less than 400M, but more than 300M - 12 mvt/h Category III Additional Information RVR value equal or less than 300M, but more than 125M - 12 mvt/h RVR value equal or less than 125M - 6 mvt/h LSSIP ear 2011 Italy Part IV - Chapter 18-2 Released Issue

144 Airport Capacity / Delay Reduction Plan Overall Action Plan AOP Implement airside capacity enhancement method and best practices based on EUROCOTROL capacity and efficiency implementation manual 2010 AOP Implement Advanced Surface Movement Guidance and Control System (A-SMGCS) Level I x AOP Implement Advanced Surface Movement Guidance and Control System (A-SMGCS) Level 2 AOP05 - Implement airport Collaborative Decision Making (CDM) x AOP08 - Implement Airport Airside Capacity Planning Method 2004 (Resulting) Global Maximum Capacity Objective / Forecast early planned capacity increase = = = = Expected delays reduction = = + + Legend: 200y : Objective/project implemented in the year 200y (i.e. prior to 2011) x : Objective/project (planned) to be implemented in the corresponding years. = : o major delays reduction expected + : Expected reduction in delays Airport Activities Impacting Operations Activity Operational Impact Start End Current Status Additional information Revision of capacity values for RW 22L 2011 Q Q2 On Going Type: Enhancement Projects Modification of Initial Climb Procedure RW04R/L 2011 Q Q1 On Going Type: Political / Environmental Additional Information: LSSIP ear 2011 Italy Part IV - Chapter 18-3 Released Issue

145 18.2 Airport ROME FIUMICIO (LIRF) Airport traffic The graph below shows traffic development from 2008 to actual and traffic forecast until 2016 (Departures + Arrivals). IFR movements yearly growth Airport Scenario LIRF Actual [STATFOR] 3.5% -6.4% 1.5% LIRF Base 3.3% 2.2% 2.1% 2.1% 2.3% 2.4% [STATFOR] LIRF High 4.2% 2.7% 4.0% 3.7% 3.9% 4.1% [STATFOR] LIRF Low 2.5% 1.7% 0.9% 1.0% 1.1% 1.3% [STATFOR] LIRF Reporting Local 3.2% 3.2% Sources: STATFOR MTF September 2011 EUROCOTROL Airport Unit (Airport Corner) October 2011 Reporting Local ADR, Rome Fiumicino Airport Operator, specifies that its own traffic forecast does not coincide with STATFOR traffic forecast and that the infrastructure changes might vary according to the results of the currently ongoing negotiations between ADR and the Italian Civil Aviation Authority (EAC) on the new Concession Convention and the tariff regime applicable to the airports of Fiumicino and Ciampino. LSSIP ear 2011 Italy Part IV - Chapter 18-4 Released Issue

146 Airport Delays and Capacity ROME FIUMICIO Airport is identified as potentially having an effect upon the network in terms of ATFCM delays (Cf. etwork Operations Plan Summer 2011) Airport Delays LIRF Average ATFM Delay per Flight and Breakdown of Total Delay Minutes Caused by Arrival Restrictions Minutes ,30 0,4 0,2 0,45 0,40 0,35 0,30 0,25 0,20 0,15 0,10 0,05 Average Delay per Flight from Arrival Restrictions (mins) ATC ID ACTIO ATC EQUIPMET ATC CAPACIT AERODROME CAPACIT 0 0,00 OTHER (Upto Q3 2011) ATC STAFFIG WEATHER In this graph the ATFM delay is based on the difference between the planned off-block time and the calculated off-block time, taking into account slot time and estimated taxi time. Source: CODA ear Airport Current Declared Capacity Information in the tables was extracted from the EUROCOTROL Airport Corner data updated in October Capacities for different runway configurations AVERAGE DELA PER FLIGHT (M IS) Runway Configuration: Max Arrivals : Max Departures: Global : Optimum: 16L16R ARR, 25 DEP L34R ARR, 25 DEP L DEP/ARR, 34R ARR Additional Information: Best configuration: RW 16L/16R for ARR, RW 25 for DEP.. Parallel use of RW 16L for ARR, RW 16R both for ARR & DEP and RW 34R for ARR, RW 34L for ARR&DEP. Most penalising configuration: RW 25 as the main RW for ARR & DEP (Regulations applied about 22x60 arr; 22x60dep) Category II 26 ARR (13 16L; 13 16R) 13 DEP Capacities during adverse weather conditions Category III Additional Information SMR O 16 ARR (10 16L; 6 16R) 8 DEP SMR OFF 10 ARR (6 16L; 4 16R) 6 DEP Best configuration: RW 16L for ARR, RW 25 for DEP. Most penalising configuration: RW 16R for ARR, RW 25 for DEP. LSSIP ear 2011 Italy Part IV - Chapter 18-5 Released Issue

147 Airport Capacity / Delay Reduction Plan Overall Action Plan AOP Implement airside capacity enhancement method and best practices based on EUROCOTROL capacity and efficiency implementation manual AOP Implement Advanced Surface Movement Guidance and Control System (A-SMGCS) Level I AOP Implement Advanced Surface Movement Guidance and Control System (A-SMGCS) Level AOP05 - Implement airport Collaborative Decision Making (CDM) x AOP08 - Implement Airport Airside Capacity Planning Method 2004 (Resulting) Global Maximum Capacity Objective / Forecast early planned capacity increase = = = = Expected delays reduction = = + + Legend: 200y : Objective/project implemented in the year 200y (i.e. prior to 2011) x : Objective/project (planned) to be implemented in the corresponding years. = : o major delays reduction expected + : Expected reduction in delays Activity ew RW expected in 2014 Type: Infrastructure Changes Operation al Impact Airport Activities Impacting Operations Start End Current Status x Additional information ot yet defined Expected times ew Boarding Areas E/F with new Pier Type: Infrastructure Changes A-CDM Implementation Type: Enhancement projects, System Changes, Operational Procedures Changes RW 16L and TW DELTA maintenance works Type: Maintenance RW 07/25 Maintenance works Type: maintenance ew ILS 16L Type: Infrastructure Changes ew ILS 16R Type: Infrastructure Changes Except full implementation in 01/ On going 1/ / Q Q1 Expected time 2012 Q Q1 ot Started 1 st phase: o arrivals, TORA reduced to 2485m 2 nd phase: no arrivals, no departures. The activations of each phase will be announced by relevant OTAM 2013 Q Q2 ot Started Expected time based on maintenance works on RW 16L by ADR 2012 Q Q2 ot Started Expeted time based on maintenence works on RW 16R by ADR LSSIP ear 2011 Italy Part IV - Chapter 18-6 Released Issue

148 18.3 Airport MILA MALPESA (LIMC) Airport traffic The graph below shows traffic development from 2008 to actual and traffic forecast until 2016 (Departures + Arrivals). IFR movements yearly growth Airport Scenario LIMC Actual -18.7% -13.9% 3.4% [STATFOR] LIMC Base 4.8% 2.5% 2.2% 2.1% 2.2% 2.4% [STATFOR] LIMC High 5.8% 3.1% 3.9% 3.6% 3.7% 3.9% [STATFOR] LIMC Low 4.1% 1.9% 1.0% 1.0% 1.2% 1.3% [STATFOR] LIMC Reporting Local 4.7% 1.0% Sources: STATFOR MTF September 2011 EUROCOTROL Airport Unit (Airport Corner) October 2011 Reporting Local LSSIP ear 2011 Italy Part IV - Chapter 18-7 Released Issue

149 Airport Delays and Capacity MILAO MALPESA Airport is identified as potentially having an effect upon the network in terms of ATFCM delays (Cf. etwork Operations Plan Summer 2011) Airport Delays LIMC Average ATFM Delay per Flight and Breakdown of Total Delay Minutes Caused by Arrival Restrictions ,42 0,45 Minutes ,1 0,1 0,40 0,35 0,30 0,25 0,20 0,15 0,10 0,05 Average Delay per Flight from Arrival Restrictions (mins) ATC ID ACTIO ATC EQUIPMET ATC CAPACIT AERODROME CAPACIT (Upto Q3 2011) 0,00 OTHER ATC STAFFIG WEATHER ear AVERAGE DELA PER FLIGHT (M IS) In this graph the definition of the ATFM delay is based on the difference between the planned off-block time and the calculated off-block time, taking into account slot time and estimated taxi time. Source: CODA LSSIP ear 2011 Italy Part IV - Chapter 18-8 Released Issue

150 Airport Current Declared Capacity Information in the tables was extracted from the Airport Corner data, at the EUROCOTROL Airport Unit, updated in October Capacities for different runway configurations Runway Configuration: Max Arrivals : Max Departures: Global : Optimum: Dep 35L Arr 35R Arr 35L Mix Mode 35R Dep 35L Mix Mode 35R Dep 17R Arr 17L Additional Information: Declared capacity is : 40 DEP + 30 ARR or 40 ARR + 30 DEP maximum Best configurations are: RW 35R mixed mode and RW 35L for departure RW 35R mixed mode and RW 35L for landing or RW 35R for landing and RW 35L for departures In case of departure peak, departure hourly capacity may be exceeded. According noise abatement scheme two moments in the day (two hours long, 0930/1130 l.t. and 2030/2230 l.t.). are available with following scenario: RW 35R mixed mode and RW 35L for departure According the actual traffic sample (2010) this scenario is not in use due to lack of demand. In Q a trial scenario is in progress for noise abatement scheme: configuration changes at 3 PM ( DEP 35L ARR 35R into DEP 35R ARR 35L, following day viceversa). Most penalising configuration is 17L ARR and 17R DEP (regulations applied 20x60 ARR; no for DEP, theoretical 1 DEP each 2 minutes ) Category II Category III Additional Information Capacities during adverse weather conditions See below. See below. During LVO, the scenario is RW 35R for departure and RW 35L for landing Following regulations are applied RVR Value at TDZ 35R or 35L Arrival/hour - Separations SMR O SMR OFF RVR < 1500 mt 26 - Standard 26 - Standard RVR < or = 800 mt and/or Ceiling = 200 Ft 26 - Standard 26 - Standard RVR < or = 550 mt and/or Ceiling < 200 Ft M M RVR < 150 mt M - Single RW operation RVR < or = 550 mt and/or Ceiling < 200 Ft M 8-20 M RVR < 150 mt 6-6 (if only ARR) or 3 +3 (ARR + DEP) LSSIP ear 2011 Italy Part IV - Chapter 18-9 Released Issue

151 Airport Capacity / Delay Reduction Plan Overall Action Plan AOP Implement airside capacity enhancement method and best practices based on EUROCOTROL capacity and efficiency implementation manual AOP Implement Advanced Surface Movement Guidance and Control System (A-SMGCS) Level I AOP Implement Advanced Surface Movement Guidance and Control System (A-SMGCS) Level 2 AOP05 - Implement airport Collaborative Decision Making (CDM) 2010 AOP08 - Implement Airport Airside Capacity Planning Method 2004 x x (Resulting) Global Maximum Capacity Objective / Forecast early planned capacity increase = = = = Expected delays reduction = = + + Legend: 200y : Objective/project implemented in the year 200y (i.e. prior to 2011) x : Objective/project (planned) to be implemented in the corresponding years. = : o major delays reduction expected + : Expected reduction in delays Airport Activities Impacting Operations Activity Operational Impact Start End Current Status Additional information Third Parallel Runway Type: Infrastructure Changes Enhancement Projects Increasing of arrival capacity 2013 Q Q1 ot Started Project presented to Italian CAA in Q Cargo Area Apron extension Type: Infrastructure Changes Enhancement Projects 2011 Q Q4 On going First part of the projedct requires the coverage of railway connection to Milan (traffic not affected). ew buildings and apron construction will begin in Q Additional Information: LSSIP ear 2011 Italy Part IV - Chapter Released Issue

152 18.4 Airport MILA LIATE (LIML) Airport traffic The graph below shows traffic development from 2008 to actual and traffic forecast until 2016 (Departures + Arrivals). IFR movements yearly growth Airport Scenario LIML Actual [STATFOR] -4.2% -5.6% -1.6% LIML Base 3.6% 0.8% 1.4% 1.9% 2.2% 2.2% [STATFOR] LIML High 4.6% 1.5% 3.4% 3.4% 3.4% 3.4% [STATFOR] LIML Low 2.6% 0.1% -0.3% 0.7% 1.1% 1.1% [STATFOR] LIML Reporting Local 2.0% 4.4% 2.8% 0.6% 0.6% Sources: STATFOR MTF September 2011 EUROCOTROL Airport Unit (Airport Corner) October 2011 Reporting Local LSSIP ear 2011 Italy Part IV - Chapter Released Issue

153 Airport Delays and Capacity MILA LIATE Airport is identified as potentially having an effect upon the network in terms of ATFCM delays (Cf. etwork Operations Plan Summer 2011) Airport Delays LIML Average ATFM Delay per Flight and Breakdown of Total Delay Minutes Caused by Arrival Restrictions Minutes ,60 0,5 0,3 0,70 0,60 0,50 0,40 0,30 0,20 0,10 Average Delay per Flight from Arrival Restrictions (mins) ATC ID ACTIO ATC EQUIPMET ATC CAPACIT AERODROME CAPACIT 0 0,00 OTHER (Upto Q3 2011) ATC STAFFIG WEATHER In this graph the definition of the ATFM delay is based on the difference between the planned off-block time and the calculated off-block time, taking into account slot time and estimated taxi time. Source CODA ear AVERAGE DELA PER FLIGHT (M IS) Airport Current Declared Capacity Information in the tables was extracted from the Airport Corner data, at the EUROCOTROL Airport Unit, updated in October Capacities for different runway configurations Runway Configuration: Max Arrivals : Max Departures: Global : Optimum: RW RW Additional Information: Best configuration RW 36 for arrivals and departures followed by : RW 18 for arrivals and departures which is the most penalising configuration due to on-precision Approach LSSIP ear 2011 Italy Part IV - Chapter Released Issue

154 Category II Category III Additional Information Capacities during adverse weather conditions capacities at different runway configurations: Only configuration RW 36 for arrivals and departures Capacities at different runway configurations: Only configuration RW 36 for arrivals and departures RVR < 800 meters and greater than or equal to 600 meters and/or Ceiling =200 ft or Visibility Condition 2 ARR: 16 a/c per hour (minimum spacing 8 M) DEP: o regulations RVR < 600 meters greater than or equal to 400 meters: ARR: 10 a/c per hour (minimum separation 16 M; 10 M if only arrivals in coordination with the ACC) DEP:o regulations. RVR < 400 meters and greater than or equal to 75 meters, SMR O : ARR: 8 a/c per hour (minimum separation 16M) DEP: o regulations. RVR < 400 meters and greater than or equal to 75 meters, SMR OFF: 6 a/c total per hour (3 arr and 3 dep or different coordination with Milano ACC). Snow in progress: ARR: 6/10 a/c per Hour DEP: 6/10 a/c per Hour RW 18 in use: ARR: 12 a/c per Hour DEP: o regulations Airport Capacity / Delay Reduction Plan Overall Action Plan AOP Implement airside capacity enhancement method and best practices based on EUROCOTROL capacity and efficiency 2010 implementation manual AOP Implement Advanced Surface Movement Guidance and Control System (A-SMGCS) Level I x AOP Implement Advanced Surface Movement Guidance and Control System (A-SMGCS) Level 2 AOP05 - Implement airport Collaborative Decision Making (CDM) x AOP08 - Implement Airport Airside Capacity Planning Method 2004 (Resulting) Global Maximum Capacity Objective / Forecast early planned capacity increase = = = = Expected delays reduction = = + + Legend: 200y : Objective/project implemented in the year 200y (i.e. prior to 2011) x : Objective/project (planned) to be implemented in the corresponding years. = : o major delays reduction expected + : Expected reduction in delays LSSIP ear 2011 Italy Part IV - Chapter Released Issue

155 Annexes Annex A Specialists involved in the LSSIP Process LSSIP Co-ordination (and Part I State Context) LSSIP Focal Point for ITAL Mariagrazia LA PISCOPIA LSSIP Focal Point for EAC EAC Luca Valerio FALESSI LSSIP Focal Point for ITAF Italian Air Force Alessandro REGHELLI Luigi MACIO LSSIP Focal Point for EAV EAV Mariagrazia LA PISCOPIA LSSIP Contact Person for ITAL EUROCOTROL Bernd HILL PART II ESSIP Objectives Implementation ESSIP Objective EUROCOTROL working arrangement EUROCOTROL Objective Owner AOM13.1 Currently under DM: A. Hallgren / R. discussion by the Bucuroiu AAB. DSS: E. Reuber AOM19 DM: A. Hallgren / Z. Meic AOM20 DM: A. Hallgren / R. Bucuroiu EUROCOTROL LSSIP Advisor Igor MARCETIC Igor MARCETIC Igor MARCETIC ational Specialist(s) Bruno RACOLI Alessandro GIAAGELI Bruno RACOLI AOP01.2 DM: P. Joppart Adriatik KOKOA Antonio UZZO AOP03 DM: P. Joppart Adriatik KOKOA Maria Grazia BECHERE AOP04.1 DM: P. Joppart Adriatik KOKOA Maria Grazia BECHERE AOP04.2 DM: P. Joppart Adriatik KOKOA Maria Grazia BECHERE AOP05 DM: P. Joppart Adriatik KOKOA Antonio UZZO AOP08 DM: P. Joppart Adriatik KOKOA Antonio UZZO AOP09 DM: P. Joppart Adriatik KOKOA Antonio UZZO ATC02.2 DM: B. Bakker Hermann RATHJE Vittorio PASCUCCI ATC02.5 DM: B. Bakker Hermann RATHJE Vittorio PASCUCCI ATC02.6 DM: B. Bakker Hermann RATHJE Vittorio PASCUCCI ATC02.7 DM: B. Bakker Hermann RATHJE Vittorio PASCUCCI ATC07.1 DM: C. Brain Hermann RATHJE Vittorio PASCUCCI ATC12 DM: C. Brain Hermann RATHJE Vittorio PASCUCCI ATC15 DM: C. Brain Hermann RATHJE Vittorio PASCUCCI ATC16 DM: J. Law Hermann RATHJE Rodolfo VOLPII COM06 DM: L. Popescu Raffi KHATCHERIA Giovanni ACETO COM09 DM: B. Gasztych Raffi KHATCHERIA Giovanni ACETO COM10 DM: B. Gasztych Raffi KHATCHERIA Giovanni ACETO COM11 DM: L. Popescu Raffi KHATCHERIA Albino MARTUSCELLI EV01 DSS: A. Watt, S. Mahony DM: P. Wilson, B. Day EV02 DSS: A. Watt, S. Mahony Ana Paula FRAGOLHO Ana Paula FRAGOLHO Teresa DI LALLO Teresa DI LALLO LSSIP ear 2011 Italy Annexes - 1 Released Issue

156 ESSIP Objective EUROCOTROL working arrangement EUROCOTROL Objective Owner EUROCOTROL LSSIP Advisor ational Specialist(s) FCM01 DM: J. Koolen Raffi KHATCHERIA Debora PALOMBI FCM03 DM: G. Mateuca Raffi KHATCHERIA Debora PALOMBI GE01 DM: T. Licu Predrag VRAJKOVIC Massimo BELLIZZI HUM01.1 DM: F. Chetcuti Bernd HILL Alfredo CORRADII HUM02.1 DM: T. Licu Bernd HILL icoletta LOMBARDO HUM03.1 DM: T. Licu Bernd HILL icoletta LOMBARDO IF04 DM: P. Bosman Ana Paula FRAGOLHO Flavio SGRO IT-ADQ IT-AGDL IT-AGVCS IT-COTR IT-FMTP AV03 AV10 DSS: M. Unterreiner DM: P. Bosman DSS: E. Cerasi DM: M. Adnams DSS: O. Cioara DM: J. Roca DSS: O. Cioara DM: C. Brain DSS: E. Cerasi DM: B. Gasztych DM: F. Pavlicevic (TBC) DM: R. Farnworth/F. Pavlicevic Ana Paula FRAGOLHO / Oscar ALFARO Hermann RATHJE / Oscar ALFARO Raffi KHATCHERIA / Oscar ALFARO Hermann RATHJE / Oscar ALFARO Raffi KHATCHERIA / Oscar ALFARO Adriatik KOKOA Adriatik KOKOA Giulio MELILLI Fulvio LECCI Silvio ZAPPI Vittorio PASCUCCI Giovanni ACETO Paolo MEZZACAPO Leonardo ICOLO SAF04 Antonio LICU Predrag VRAJKOVIC Rodolfo VOLPII SAF05 Antonio LICU Predrag VRAJKOVIC Rodolfo VOLPII SAF10 Antonio LICU Predrag VRAJKOVIC Marco CADELORI SRC-AUDI DSS: M. Deboeck Predrag VRAJKOVIC Luca Valerio FALESSI SRC-CHG DSS: M. Deboeck Predrag VRAJKOVIC Luca Valerio FALESSI SRC-OVCA DSS: M. Deboeck Predrag VRAJKOVIC Luca Valerio FALESSI SRC-RLMK DSS: M. Deboeck Predrag VRAJKOVIC Luca Valerio FALESSI SRC-SLRD DSS: M. Deboeck Predrag VRAJKOVIC Luca Valerio FALESSI SUR02 DM: J. Law + S. Muresean SUR04 DM: J. Law / C. Rekkas SUR05 DM: J. Law / C. Rekkas Luca DELL' ORTO Luca DELL' ORTO Luca DELL' ORTO Rodolfo VOLPII Rodolfo VOLPII Rino BELLAPADROA PART III Implementation of SES Legislation Report SES Annual Report SES Reporting Team: sesreporting@eurocontrol.int FUA Annual Report ational Specialist(s) Luca Valerio FALESSI Luca Valerio FALESSI PART IV Traffic and ATM Performance Area EUROCOTROL Manager EUROCOTROL LSSIP Advisor ational Specialist(s) Traffic David MARSH Ana Paula FRAGOLHO Pietro DI ROCCO Corrado FATII En-route Capacity Razvan BUCUROIU / Stéphanie VICET Ana Paula FRAGOLHO Airport Capacity Maria Christina MEER Ana Paula FRAGOLHO / Adriatik KOKOA Pietro DI ROCCO Corrado FATII Maurizio PAGGETTI Corrado FATII Cost-efficiency Cécile CAPART Ana Paula FRAGOLHO Luca COLMA LSSIP ear 2011 Italy Annexes - 2 Released Issue

157 Annex B ational Stakeholders Organisation Charts EAC ORGAISATIO CHART LSSIP ear 2011 Italy Annexes - 3 Released Issue

158 EAV SpA ORGAISATIO CHART LSSIP ear 2011 Italy Annexes - 4 Released Issue