Environment - Italy

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PRB monitoring

▪ Italy achieved a KEA performance of 2.79% compared to its target of 2.67% and did not contribute positively towards achieving the Union-wide target. KEA improved by 0.06 p.p. from 2020.

▪ The NSA has requested the recalculation (and this action is currently still in progress) of the output’s KPI attributed by PRU/NM.

▪ Both KEP and SCR improved since 2020 and are at their best levels in five years.

▪ Share of CDO flights is lower compared to 2020, but higher than pre-pandemic levels.

▪ Additional taxi out time and additional time in terminal airspace remained the same as in 2020.

En route performance

Horizontal flight efficiency of the actual trajectory (KEA) (KPI#1), of the last filed flight plan (KEP) (PI#1) & shortest constrained route (SCR) (PI#2)

Terminal performance

Additional taxi-out time (AXOT) (PI#3) & Arrival Sequencing and Metering Area (ASMA) time (PI#4)

AXOT

Additional taxi-out times at Rome Fiumiccino (LIRF; 2019: 7.87 min/dep.; 2020: 3.1 min/dep.; 2020: 3 min/dep.) averaged 2.83 min/dep. in the first trimester, maybe influenced by de-icing operations. These additional times were below 2 mi/dep. only in April and May, and then increased again in the rest of the year averaging 3.21 min/dep. in line with the traffic recovery.
This increase of the additional taxi-out times with the recovery of traffic was observed as well at the rest of airports. Only the two Milan airports, Malpensa and Linate, showed higher additional taxi-out times in January related to de-icing procedures.

According to the Italian monitoring report: As in previous years and also for RP2, ENAV SpA is unable to comment or assess the data submitted by PRU, as ENAV SpA and the other ANSPs do not have access to part of the data used by PRU to process the output, and therefore not able to replicate the processing and to verify the correct analysis of the information.
As in the past, also for this year access was requested at least to the processed file from which the output is obtained; but without the possibility of access.
Taking into account the above concerns, both for 2021 and 2022, it is necessary to evaluate the impact caused by the temporary aerodrome infrastructure changes derived by the Airport Operators activity implemented to tackle the traffic reduction associated to the pandemic COVID19 risk reduction (i.g. terminal closure) and/or associated with the booster in restructuring of airside infrastructure that was affected by works involving the aerodrome manouvring area (i.g. heavy maintenance and WIP affecting runways, taxiways and aprons).

ASMA

The additional ASMA times at both Rome Fiumicino and Venice further decreased in 2021, while Milan Malpensa observed a significant increase driven by the higher additional times in September, October and December (averaging those months 1.98min/arr.)
According to the Italian monitoring report: As in previous years and also for RP2, and similar as for the Taxi Time, ENAV SpA is unable to comment or assess the data submitted by PRU, as ENAV SpA and the other ANSPs do not have access to part of the data used by PRU to process the output, and therefore they are not able to replicate the processing and therefore to verify the correct analysis of the information.
As in the past, also for this year access was requested at least to the processed file from which the output is obtained; but without the possibility of access.
ENAC complements the information by adding: That counted higher additional time is ascribable to the preparatory Operational Scenario to handle the traffic on that airport (and the other 2 involved in the Milano Area) in preparation to the closure and the limitation planned and completed in November 2021, as also reported within the Italian AIP as a Supplement Publication. The ATCOs on duty were involved to manage the traffic with limitations and by applying additional spacing between Arrivals and Arrivals and Departures due to the unavailability of the fully Operational Scenario on the Milano Malpensa Airport and parallelly for Bergamo and Linate too.

Share of arrivals applying continuous descent operations (CDOs) (PI#5)

The share of CDO flights increased slightly at Bergamo while it recorded the same value of the 2020 both in Milano Linate and Venice, and it slightly decreased at both Milano Malpensa and Rome according to the Table at the bottom of the page. Bergamo, Rome and Venice had shares of CDO flights above the overall RP3 value in 2021 - 30.5% - (LIME: 39.9%; LIRF: 39.7%; LIPZ: 34.1%).
All airports had an almost continuous decrease of the monthly values as from April. From April to December, the decreases are in the order of magnitude of 10 percentage points.
According to the Italian monitoring report: The methodology of the VFE during Climb and Descent segments to/from the Departure/Arrival airports was defined and released by the PRU at the end of a series of coordination between members of the PRU, Eurocontrol and representatives of the ANSPs which took place in recent years.
Even if further cooperation was requested, at the time relating to the analysis of the outputs downstream of the application of the metrics and sources described in the methodology to refine the output in relation to the actual performances of the AUs, this sharing was not carried out and the processed output file was not shared.
For this reason, as for 2020, also for 2021 it was not possible to analyze the details of the data (the consolidated data on monthly basis, sum and average values, are published and available on the ANS Performance website but in terms of final values only and without the VFE performance data of the individual flights) and it is therefore not possible once again to validate or comment/assess the value presented.
However, as has been repeatedly highlighted, ENAV SpA disagrees with the value presented in the Performance Plan and this is due to both the CDO procedures carried out by the ATCOs and based on an efficient Route and Terminal NTW that has been implemented, together with the other implementations introduced in the Airspace, in order to favor the Flight efficiency of operations even in the Arrival phases at National airports.
This value represents, according to the interpretation of the values extracted from the PRU metric, the % of flights that were compliant with a continuous descent from the TOD upon landing (inside a cylinder with a radius of D200 NM centered from the airport of landing) without having been affected by an interruption, a leveling due to any reason, which caused it to be counted in the list of inefficient flights from the point of view of the VFE.
It therefore intends to represent that only 40% of the flights landed at LIRF in 2021 were compliant with a continuous descent from TOD to touch down!
However, as has been done for other KPIs and PIs in the KPA ENV area, there is currently a coordination between ENAV SpA and PRU in order to have, following the analysis of an extract of the output received upon request by PRU, an effective view of the calculation and output for each flight and therefore correct more or less evident inconsistencies in the management of the “Level Segments” and to better define the parameters for which any interruption of the continuous descent can and it must be considered an inefficiency, and this both in terms of revision of the methodology and setting of the algorithm.

Airport level
Airport Name
Additional taxi-out time (PI#3)
Additional ASMA time (PI#4)
Share of arrivals applying CDO (PI#5)
2020 2021 2022 2023 2024 2020 2021 2022 2023 2024 2020 2021 2022 2023 2024
Orio Al Serio 1.02 1.11 NA NA NA 0.45 0.70 NA NA NA 39% 40% NA NA NA
Linate 1.93 2.18 NA NA NA 0.78 0.84 NA NA NA 28% 28% NA NA NA
Malpensa 2.66 2.86 NA NA NA 0.85 1.25 NA NA NA 24% 23% NA NA NA
Fiumicino 3.10 3.00 NA NA NA 1.25 0.96 NA NA NA 43% 40% NA NA NA
Venice Tessera 1.38 1.10 NA NA NA 1.06 0.53 NA NA NA 34% 34% NA NA NA

Civil-Military dimension

Update on Military dimension of the plan

A continuous review of the airspace structure is in progress, in the framework of National Airspace Strategy initiative, conducted by ENAC, ENAV and IATA, with the participation of Italian Air Force.

The action is aimed to review the design of TSA and TRA utilised for military training in order to better fit with the changed flows of traffic in the new Free Route Airspace Environment.

This action is beneficial for the three parameters ENC, CAP and CEF.

Military - related measures implemented or planned to improve capacity

The process was not replicated in 2021 due to the basic uncertainity about traffic flows following pandemics.

In 2022 the Ukrainian crisis is generating further uncertainty about traffic flows, so for the moment actions are suspended, while attention is focued on Civil Use of Released Area (CURA) during weekends.

Initiatives implemented or planned to improve PI#6

No data available

Initiatives implemented or planned to improve PI#7

No data available

Initiatives implemented or planned to improve PI#8

No data available