Lieutenant Colonel of Italian Air Force, retired in December 2016 after 36 years of service. Background as Air Traffic Controller, TWR, GCA, RADAR APPROACH and AREA ratings. Emplyed in Villafranca airbase, Roma, Padova and Brindisi military AREA Air Traffic Control centers. “On job instructor”, assessor, examiner, inspector and auditor in the ATC matters. In 1996, employed in the national Airspace Management Cell (ITAF/ENAV body) and in 1998 responsible of Airspace Coordination Unit (ITAF/ENAC/ENAV body). Since 2003 to 2007 chief of Planning Office in RAAV (ITAF ATC Academy). In 2006-2007 seconded “on call” ENAC and working in the team involved in the ENAV first Air Navigation Service Provider certification. Between 2008 and 2011 “fully” seconded ENAC in the Air Traffic Management domain and carried out many audit to national civil Air Navigation Service Providers. In the ENAC period, involved in many programs included PBN and “Helo IFR low level routes” and in the production of national ATM Circulars. Back to Air Force, from 2011 to 2016 employedd in General Air Staff, chief of Airspace Regulatory section, fully involved in the strategic airspace management and civil-military coordination. In that time, representing Italy in the MilHaG – Military Harmonization Group (EUROCONTROL group) and attending the BlueMed CMCC (Civil Military Coordination Committee). Heavily involved at national and international level in the RPAs matters since 2004, attended ITAF, NATO and EDA RPAS groups (e.g. NATO RAI IPT, OWG and AGS groups) and involved into the developing of the concept of operations for the Global Hawk UAS from the Sigonella airbase in Sicily. In the end, in 2015-2016, attended the RPAS EuroMALE working group. In January 2017, he started working with EuroUSSC-Italia.
According to EASA rules, to navigate under IFR, the aircraft shall be provided with certain information and achieve a certain performance. In other words it is not necessary that the aircraft be equipped with specific navigation receivers on the basis of the Performance Based Navigation (PBN) concept. Traditionally, manned aviation flies along ATS routes or flight instrument procedures published in aeronautical Information Publications (AIP). This is already not totally true in the case of aerial work or low level helicopter operations in class G airspace, where such routes seldom exist. Also drones fly often at Very Low Level (VLL) in uncontrolled airspace G and below the coverage of traditional radio-navigation aids. Most of them use GPS positioning and timing. But we know hat the integrity of GPS is not always guaranteed. Project REAL, sponsored by the GSA, aims at developing navigation systems, suitable for relatively small drones, to improve the accuracy and integrity of satellite navigation by exploiting the signals provided by EGNSO, one of the few pan-European air navigation services already certified by EASA. In particular, REAL will test instrument navigation supported by EGNOS for two typical missions for which drones are suitable: low level firefighting and transport of urgent medicines or medical samples. The project concerns the feasibility, benefits and safety of an EGNOS based solution, including instrument approach and landing. Using the system of European Technical Standard Orders (ETSO) the navigation system may be certified, even if the airworthiness of the entire UAS is not certified. Qatar rule UAS.OPB.100 already covers such a possibility