BASIC AIR STUDY - ITALY

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP78-01617A004200060001-8
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 28
• Document Creation Date: December 27, 2016
• Document Release Date: February 15, 2013
• Sequence Number: 1
• Publication Date: June 30, 1948
• Content Type: REPORT

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I. Italian Commercial Air Policy
III. Italian Airlines
(1) Introduction
(2) Tri-Company Agreement
(3) Civil Air Transport Companies
(4) Foreign Carriers Operating Into Italy
V. Aeronautical Facilities, Industry, Research Land Education
NO CHANGE in Class. ^
tP7~~ DECLASSIFIED TS S C
_ Class. CHANGED TO:
DDA Memo, 4 Apr 77
Auth: DDA ~EG? 77/1763
Date: 9O F E7B By. A
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I. Italian Co=ex," Air Policy
The Italian Government ratified the Chicago Convention 29 September,
1947, and since admission to the United Nations in November 1947, Italy
has been an active participant in the affairs of the International Civil
Aviation Organization (ICAO).
At the ICAO convention which met in Geneva November, 1947, for con-
sideration of a multilateral air transport agreement, Italy supported the
Mexican resolution for the optional granting of Fifth Freedom rights.
However, subsequent US-Italian bilateral negotiations broke down Italian
opposition to the granting of Fifth Freedom rights in Bermuda-type agree-
ments. Italian officials have informally disclosed that all future
bilateral agreements negotiated will follow the lines of the Bermuda
Agreement.
For security reasons, the Italian Government has favored (with US
concurrence) a restrictionist approach in her bilateral negotiationswith
0 the Satellite States. Caution is thought necessary to provide adequate
safeguards against the misuse of normal traffic rights by Satellite
carriers. Since the Bermuda-type agreement does not provide such safe-
guards, the Italians have indicated a desire to negotiate only informal
air arrangements with the Satellite States. Such arrangements, presumably,
would provide for a fully reciprocal exchange of air rights, permitting
neither party to commence operations until the other is prepared to in-
augurate similar services. Arrangements of this type could be easily ter-
minated by the Italians should they feel their security is menaced by
Satellite air operations into or beyond Italian territory.
As Italian air carriers expand their international operations and
face the stiff competition of other established world airlines, it maybe
expected that the present liberal air policy of Italy may be qualified by
restrictions induced for competitive reasons. Nevertheless, Italy is
expected to support the US-UK liberal air policy objectives at the forth-
coming Second Assembly of ICAO meeting in Geneva.
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In a decree signed 4 February 1947, the Italian Government fused
the Ministries of War, Navy and Air under the new Ministry of Defense. (1)
The Italian Defense Minister, Cipriano Facchinetti has delegated
all civil aviation affairs to Ugo 'Di Rodino, the Under-Secretary of
State for his Ministry. A committee has been formed to assist Di
Rodino in reorganizing civil aviation in Italy. Meanwhile, it has been
decided'to expand the technical department of the Directorate of Civil
Aviation, and put a high-ranking officer and experienced engineer at
its head. Along with the heads of the civil aviation departments of the
Defense Ministry, the chiefs of other technical departments of the
Ministry will also belong to the Civil Aviation Committee. (2)
The Committee will have to elaborate a plan for the allocation
of routes, limiting the number of airline companies to be licensed.
It is understood that basically only two lines will?be'licensed for
international services and one for domestic services. Thus, prelimi-
nary discussions (with Fiat as the driving power) have already taken
place between the three leading airlines (ALITALIA, LAI and ALI) in
connection with an agreement to form a consortium for international
services (on the pattern of the Scandinavian Airline System). (2)
40
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III. Italian Airlines
The Allied Combined Chiefs of Staff in March, 1946, approved the
establishment of internal civil airlines by the Italian Government. (8)
Because of lack of capital, the Italians were unable to begin commercial
air operations in 1946, but concluded contracts during the year with US
and UK air carriers for the creation of the two mixed companies. The US.
carrier,.TWA, participated in the formation of Linee Aeree Italians (LAI),
and the British carrier, BEA, joined in the creation of Aeree Linee
Italians Internazionale (ALITALIA). Neither of the above mixed companies
commenced operations until early 1947. The six following all-Italian
companies were subsequently formed, and initiated air transport services
in 1947: Airone, Avio Linee Italian (ALI), Aeronautics Sicula,
Transadriatica, and Societe Italians Servizi Aeri (3ISA). In addition, (4)
three other minor carriers were authorized to start operations. During
the first months of 1948, a new Italo-Egyptian Airline, "Services Aeriens
Internationaux de L'Egypte" (SAIDE), was formed.
Of the numerous airlines mentioned above, only two or three are
expected to survive the rivalry resulting from their competing services.
It is likely that the. smaller lines (unless they are nationalized) will
sell out their interests and equipment to the larger lines rather than
merge. LAI, ALITALIA andAVIO LINES ITALIANE (ALI) are by far the most
able carriers in the field. Of the three, only LAI realized any profit
during 1947.
n;*
Many of the; officials,ih the Ministry of Defense-Aeronautics favor
a chosen instrument approach to civilx.aviation. During the postwar
period to date,thowever, the Italian' Government has not.followed the
practice of subsidizing her air barriers and appears to be waiting for
a natural consolidation of companies to take place.
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(2) Tri-Company Agreement on the Division of International Routes
The three major Italian airlines (ALITALIA, LAI.and.AVIDLINEE) on
11 November 1947, reached agreement among themselves, with respect to
the international routes each desired to operate. The Ministry of De-
fense-Aeronautics is reported to have originally suggested that the
three carriers reach such an agreement, presumably. hoping thereby to
make its own decision easier with reference to the division of inter-
national routes among the principle Italian companies. The tri-company
agreement prescribes the following division of international routes:
AEREE LINEE ITALIANE INTERNAZIONALE
ALITALIA F
1. Rome-Milan-Vienna-Prague (with technical stop at Milan if
the line is direct from Rome to Prague and Vienna).*
3. Rome-Milan (with technical stop at Stuttgart or in the
area of Buckeburg)-(Hamburg)-Copenhagen-Goteborg.*
5. Rome-Milan-Brussels-Amsterdam (exclusive of traffic between
Milan and Brussels).*
6. Rome-South America (south of the Equator) via Lisbon and
Tripoli.
7. Rome-Tunis-Tripoli.
8. Rome-Catania-Tripoli.
9. Rome-(El Adem)-Cairo and beyond to the Middle and Far East.
10. Rome-Athens (together with LAI)-Cairo and beyond as under-
(9) above.
11. Rome-Paris.
12. Rome-Geneva.
14. Rome-Cairo-Kharto -Asmara and beyond to the South (to be
discussed with AVILINEE).'
*It is understood that the segments of lines in national territory
will be non-traffic except when such segment forms a part of the,
national network already granted to the company.
N.B. The stops indicated in parentheses are optional.
The technical stops are open to all.
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LINES AEREE ITALIANE
LAI (7)
2. Rome-Palermo-Tunis and beyond to Algiers and Morocco
(Only Rome-Tunis service now being operated).
3. Rome-Brindisi-Athens-Constantinople.
4. Rome-Brindisi-Athens-(Alexandria)-Cairo-Lydda.
5. Rome-Brindisi-Athens-Lydda-Cairo.
6. .Rorie-Venice-(or Milan)-Monaco-Berlin-Stockholm.
7. Rome-Zurich; for hich LAI reserves the right to agree
directly with AVIgLINEE.
C The Ministry of Defense-Aeronautics is recently reliably reported to
have granted ALITALIA permission to develop the fourteen routes which
that company requested. LAI and AVI INEE are pressing for similar
approval of the routes for Which the have applied. (7)
C
N.B. is understood tat the segments of lines in national
territory will be non-traffic except when sucg segment
forms a part of the national. network already granted to
the company.
The stops indicated in parentheses are optional.
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AVI INEE (7)
I
1. Milan-(Marseilles or Nice)-Barcellona-Lisbon.
2. Milan-Frankfurt-Copenhagen-Oslo.
3. Milan-Monaco or other stop in German territory which
would not interferevuth ALITALIA.
4. Milan-Basle-Brussels-Amsterdam.
5. Rome-Milan-Zurich.*
6. Milan-Paris, with optional extension to Ireland without
intermediate stops between Paris and Ireland.
7. Rome-Brindisi-(Salonika)-Istanbul and beyond.*
8. Rome-Trieste-Budapest-Warsaw and beyond.*
9. Milan-Trieste-Belgrade-Bucharest and beyond.*
10. Rome-Moscow with intermediate stops except at Vienna and
Prague. In case of necessity, non-traffic stops to be
permitted at Vienna and Prague, and any other landing
covered by ALITALIA.
11. Rome-Asmara and beyond to the south. This line has already
been requested by ALITALIA but will have to be further dis-
cussed by the to companies in any_case with exclusion of
traffic by AVIINEE between Italy and North Africa.
13. Rome-North Central America, meaning northern Central
America and Americai'north of the Equator.
N.B. For itineraries Nos. 7, 11, 12 and 13 it is understood that
AVItINEE will be excluded from connections with the British
Commonwealth which have been granted to ALITALIA.
It is understood that the segments of linesin national terri-
tory will be non-traffic except when such,--segment forms a part
of the national network already granted to the company.
The stops indicated in parentheses are optional
The technical stops are open to all.
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(3) Civil Air Transport Companies
AEREE LINEE ITALIANE INTERNAZIONALE (ALITALIA)
Capitalization - 900 million lire (5)
40% British European Airways
60f Italian
Directors: 3 British, 6 Italian
President: Gieuseppe de Michelis
Deputy Chairman: Gerard d'Erlanger
Headquarters-Rome
Equipment:] (5)
5 Lancasters (on routes to South America)
5
G-12-L's
)
3
S-95
(on routes serving England, France Spain, Africa)
5
G-12
1
S-95
(for internal routes serving Italy)
Rome-London - 2 weekly
Rome-Milan-London-Manchester - 1 weekly
Rome-Paris - 2 weekly (Savoia Marchetti)
Rome-Turin - (every day,-except Sunday) .
Rome-Catania-Tripoli - 3 weekly (Fiat G-12)
Rome-Cairo - 1 round trip weekly
Rome-Asmara - 2 round trips per month
Rome-Lisbon
Rome-Geneva
Rome-Buenos Aires (via Rome-Tripoli-Dakar-Natal, or
Rome-Lisbon-Dakar-Natal)
(See III (2): "Tri-Company Agreement on the Division
of International Routes")
Despite substantial financial losses, ALITALIA will undoubtedly remain
in operation due to the strategic interests of the British Government.
International political maneuvers on behalf of ALITALIA can be expected on the part of Britain in order to minimize these financial losses. (6)
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LAI was originally capitalized at 10 million lire of w hich
4 million consisted of an Italian governmental subsidy, 2
million private Italian subscription and 4 million TWA. Sub-
sequently, however, LAI increased its capitalization to 200
million lire, and may further increase that figure to 800
million lire as long as the ratio remains 40% foreign and
60% Italian.
Present holdings: (5)
60% Italian of which 40% is held by the Italian Government,
and 20% by private Italian capital (made up of holdings by
Fiat; Piaggio, aircraft manufacturers; and the Italian
Southern Railways).
Board of Directors:
Prince Marcantonio Pacelli, President
Richard Mazzarini (TWA)
Arthur R. Wilson (TWA)
Carlo Giulli Ruggeri
Giancarlo Pre
Egidio Dagua
Vittorio Giovine
Ercole Graziadei
Aldo Castelfranchi
Renato Perno
Equipment: (5)
LAI's equipment consisted of 16-C-47's (April,.1947)
Personnel: (5)
36 air crew members, 200 ground crew personnel..
Routes Flown: (10)
Rome-Palermo - daily
Palermo-finis -3 weekly
Milan-Rome-Naples-Palermo-Catania - daily
Milan-Venice - daily
Venice-Rome - daily
Rome-Bari-Brindisi - 3 weekly
Proposed Routes-
Rome-Bari-Athens-Istanbul
- 1 weekly (special)
(11)
Rome-Barcelona (via Milan)
(special)
(12)
Rome-Athens-Alexandria (special)
(13)
(All three of the above routes have been flown by LAI,
on s ecial, provisional flights.)
(See III (2): "Tri-Company Agreements on the Division
of International Routes")
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LAI is the only one of the three major airlines engaged in profitable
operations, estimating the gross profits for her first eight months of
operation to total 104 million lire. The favorable financial position of
LAI is in large part due to the fact that it operates a large number of
routes with a minimum of employees, while other companies began operations
of a few uneconomical routes with a top-heavy administration and a surfeit
of employees. LAI's operating costs of about 245 lire per passenger mile
are about half those sustained by other companies. (6)
From an initial flying activity in April 194777of 2,800 Ions. daily,
LAI's operations expanded to 5,400 lans. at the height of the season. To 31
December 1947, LAI has flown a total of 1,530,100 Ions. or 5,885 hours of
flying time. LAI carried (during its first eight months of operations
which ended 31 December 1947) 54,253 passengers; 137,221 pounds of excess
baggage; 102,168 pounds of airmail and 746,456 pounds of cargo. The
average aircraft payload utilization totaled 67% and LAI operated with
98% regularity in respect of schedules. (14)
C
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AVIO LINEE ITALIANE (ALI)
Capitalization: (5)
AVIO LINEE ITALIANE is capitalized at 12 million lire of
which 94% is held by FIAT, and the remaining 6% by SOCIETA
ITALO-AMERICANA del PETROLIO.
Guido Ringler, President
Felice Porro
Public Magini
0
Administrative Office: Milano, Italy
.:Personnel: (5)
A AVIO LINEE ITALIANE employs 21 air crew members and 200
service personnel.
Equipment: (5)
AVIO LINEE ITALIANE is using 6 0-47, and G-12 aircraft.
Routes Flown: (10)
Milan-Rome - daily (flying Douglas 'Dakotas)
Rome-Albegna - (service temporarily suspended)
Milan-Geneva
Rome-Naples
Proposed Routes: (15)
Milan-Brussels - 2 weekly (to be extended later to Amsterdam);
Fiat G. 212's.
Milan-Paris - 2 weekly; Fiat G. 212's.
Milan-Frankfurt-Copenhagen-Oslo
Milan-Nice-Barcelona (with extensions to Madrid and Lisbon
later).
(See III (2): "Tri-Company Agreements on the Division of
International Routes")
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AEREO TESEO
Capitalization:
Adone Zoli.; President
Attilio Marrocchi
Nereo Tommasi
Giuseppe Sacchi
Luige Burgisser
Mario Werber
Mario Paganelli
Marcello Teddei
Fabrizio Baggiano-Pico
The administrative office is located in Firenze (Florence).
Personnel (5)
AEREO TESEO is employing 21 air crew members and 35 ground
service personnel.
Rome-Milan-Barcelona-Madrid-Lisbon - 1 flight weekly DC-3's
Milan-Florence-Rome-Naples-Reggio-Calabria-Palermo - daily
services
Services to Bologna, Turin, and Venice temporarily suspended.
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Directors of AIRONE are:
Vittorio Minio Paluello
Vittorio De Castro
Amilcare Lanza
Administrative offices in Cagliari, Sardegna.
Personnel: (5)
12 air crew members and 74 ground service personnel.
Equipment:
(:5)
5 Fiat G-12's
Routes Flown:
(16)
Cagliari-Alghero-Rome
Milan-Turin-Cagliari-Palermo
Cagliari-Naples
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A. V. I.O.M. (5)
Capitalization:
500,000 lire
Administration:
The directors of A.V.I.O.M. are:
Giovanni Caproni
Giovanni Pedace
Roberto Consigli
Umberto Rivo
9 air crew members; 25 ground service personnel
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GRUPO SICULO -
Capitalization and Administration:
GRUPO SICULO is a group of three companies merged to operate
one franchise.
A.
AERONAUTICA SICULA; capital, 7 million lire; directors:
Angelo Ambrosini and Mario dalla Guda.
B.
ALISI; capital, 500,000 lire; directors: Antonio
Voltaggie, Guido Paresce, Umberto Capps, Sebastiano Lo
Verde, Salvatore Pocoraino.
C.
SASIS; capital, 1 million lire; directors: Antonio
Ramirez, Giovanbattista Santangelo, Girolamo Coffari,
Gaetano Sabatini, Vincenzo Barone.
SFrDn
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SALPANAVI
Capitalization:
100 million lire
Administration: (5)
The directors are:
Carlo Viansino
Luciano Quarenghi
Umberto Cappa
Main office: Milan
Personnel: . (5)
24 air crew members; 41 ground personnell.
6 Fiat G-12 L aircraft
DC-3's (number unknown)
0
Milan-Grosseto-Rome; daily; DC-3's
Milan-Bari; daily; DC-3's
C~'r~et
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Capitalization:
300 million lire
Carmelo Carmilleri
Lot Bernardi
Goffredo Innocenzi
Vincenza Camilleri-Sillitti
Decio Costanzi
Personnel:
28 air crewamembers, 119 ground personnel.
Equipment:
8 C-47's
C
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SOCIETA ITALIANA SERVIZI AEREI (SISA)
Administrative offices: Trieste
Equipment: (17)
6 surplus C-47's (Douglas Dakotas)
Routes Flown: (10)
Trieste-Milan; daily except Sunday
Bari-Naples
Trieste-Rome-Naples; 2 flights weekly
Milan-Trieste-Vienna-Prague; 1 flight weekly
Trieste-Milan-Marseilles-Barcelona; 1 flight weekly
Trieste-Zagreb-Belgrade
Rome-Bari-Athens-Beirut (16)
SEl Rrr
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TRANSADRIATICA
Capitalization: (5)
4 million lire
The directors are:
Leonida.Schiona, President
Giuseppe Baccaglini
Giordano Nobile
Antonio Piana
Giuseppe Simoni
Administrative offices are in Venice.
Personnel: (5)
17 air crew members; 38 ground personnel.
Routes Flown; (10)
Venice-Padna-Rome- daily
Venice-Padua-Milan - daily except Sunday
Venice-Padna-Genoa-Cagliari - three flights weekly
Venice-Pescara-Rome (temporarily suspended)
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SERVICES AERIENS INTERNAT.IONAUR DE L'EGYPTE ("SAIDE")
Capitalization:
250,000 Egyptian pounds, divided
60% Egyptian
40%. Italian
.(Has been reported that Fiat would participate in the
Italian capital; this would be normal for Fiat in order to
find a market for their transport airplanes.)
Headquarters for the'company is to be established in Cairo.
There have been no public announcements made on the activity
nor any registration proposed by the Italian Government.
Equipment and Personnel: -
Equipment and technical personnel are to be Italian. At
the outset two 5JJ[ 95's and two G-12's will be used. The
technical organization has not yet materialized.
0
Routes indicated will be Rome to Cairo and Cairo to Mecca
in both directions. Mecca is indicated as great interest for
possible traffic of Arabs making annual visits to the Holy
City. This of course will draw full support of the Egyptians.
It was further indicated Company wishes to extend route North
from Rome to Paris and possibly London. Company is not
expected to engage in any active technical work or operations
before May. Route concessions are yet to be asked for or
granted and technical organization has not yet materialized.
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STAT
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(4) Foreign Carriers Operating Into Italy (16)
AIR FRANCE
KIld
SABENA
CSA
BEA
AER LIN,..RTS
BOAC
IBERIA
PAB
TWA
FAMA
SAS (DDL, DNL, ABA)
AIR MALTA
10
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Bermuda-type Agreement
IRELAND 21 November 1947
US 6 February 1948
ARGENTINA 18 February 1948
Temporary Arrangements
SPAIN
September 1946
ROMANIA
October
1946
IRAN
November
1946
CZECHOSLOVAKIA
UK
FRANCE
NETHER4A NDS
BELGIUM
BRAZIL
NORWAY
DENMARK
Italy is presently negotiating with The Netherlands for the
conclusion of a formal air agreement, and discussions with France
are to follow immediately afterwards. In the near future, Italy
plans to open negotiations with Turkey, Portugal and Spain. In
addition, Yugoslavia and Bulgaria have evidenced their desire to
conclude air agreements with the Italian Government.
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vl-%1\L I
Italy Proper: (19),
Concentrations of airfields in Italy occur in the northwest
near Milan; in the northeast near Udine; in the south-central
part of the peninsula near Naples and Foggia; and in the "heel
of the boot" east of Taranto. Otherwise, there is a general
distribution of airfields in the coastal plains on either side
of the Apennines and in the North Italian Plain.
Of the 120 air facilities, 16 are for seaplanes. Of the
104 airfields, 30 have runways of permanent surface. Many of
the remaining airfields were built or reconstructed by the
Albes and in great part are believed to have had the pierced-
steel-plank removed and to be returned to cultivation. Most
of the air facilities are capable of expansion and.development.
Under Allied occupation, many temporary new lending grounds
were constructed and existing airfields were repaired and im-
proved. Only a few such airfields now remain in use. Of the
13 air facilities, 4.are seaplane stations, 4 have runways of
permanent surface and 2 (on Pantelleria and Lampedusa) are
landing grounds of negligible importance.
? Of the 7 air facilities, 2 are seaplane stations, 2 are air-
fields of permanent construction, and 3 are landing grounds
that have probably been returned to cultivation. (For detailed
description of the various air facilities enumerated above, see
Reference +19.)
Italy concluded an air service agreement with the US on 4
June, 1947, covering the transfer of navigation, communication
and weather facilities at Rome, Naples, Pisa, Milan, Palermo
and Tropani and providing for the training of Italian communi-
cations personnel at Ciampino airfield at Rome.
Since several international airlines (as well as Italian air
carriers) use Ciampino, the available facilities have proved
inadequate. As a result, several'foreign airlines began in
early 1948 to out intermediate landings at Ciampino. Long-range
plans call for the expansion of air facilities at Rome and the
construction of important international airports at Genoa and
Milan.
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WRET
It'appears that the future potential of the Italian aircraft
industry is rather small. Because of the weakness of the
Italian economy, the'industry was never large or efficient and,
now on a peacetime basis, is further bound by treaty restric-
tions.
For the name, location and status (as of October, 1947) of
Italian aircraft establishments, see Reference (19)
Societa Anonima Aeronautics d'Italia, division of Fiat, is
an industrial group of 17 separate companies and numerous
associated companies. It is the foremost Italian aircraft
manufacturer, having the financial and productive potentials
for future development since Fiat, the parent company, is the
only modern heavy industry with modern production line methods. (20)
The company's most significant aircraft to date is the. FIAT
G 212 "Monterosa", a three-engined commercial transport..
Four aircraft of this type have been completed and 17 are under
construction. (The production rate is 2 G.212's monthly.) In (21)
early 1947, Fiat concluded a contract with the Argentine
Government for the provision of 45 G-55 one and two-seater
training aircraft. (22)
Breda Aircraft Co. (Societa Italians Ernesto Breda) is the
second most important aircraft manufacturer; its establishment
is located in Milan. Breda's most important project at present
is the construction of a prototype of the BZ-308, a four-engined,
all-metal, duraluminum, low-wing, transport monoplane; this
craft is designed to carry 78 passengers. The BZ-308 has been
ordered by Argentina, and is to be built in that country under
An Italian Air Mission is scheduled to visit England in mid-
June, 1948, to inspect the English. aircraft industry. The pur-
pose of the mission is to conduct a general survey relative to
the establishment o0'an Italian air industry.
Aeronautical research in Italy has made little progess during
the postwar period. At present, various aircraft companies are
modifying existing aircraft for transport duties, and previous
designs of transport aircraft are being exploited. Research or
development of aircraft engines is being conducted only in the
light reciprocating engine field. No jet engine research is
being conducted in Italy at this time.
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Declassified in Part - Sanitized Copy Approved for Release 2013/02/15: CIA-RDP78-01617AO04200060001-8
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Declassified in Part - Sanitized Copy Approved for Release 2013/02/15: CIA-RDP78-01617AO04200060001-8
The AERO CLUBS OF ITALY were an important part of the
Italian Air Force training program prior to the war. At that
time all the major citiesof Italy had established Aero Clubs
which were federated under the title of AERO CLUBS ITALIANO
(ACI). These clubs had 800 airplanes of various sizes
primarily of the cub and tourist type. The Clubs during that
period were subsidized by the Italian Government in the follow-
ing ways:
a. They were granted the loan of Air Force training
type airplanes.
d. Operated from airfields that were supported and
maintained by the Italian Government.
During the war the Aero Clubs lost all of their equipment.
Today the Aero Clubs are again active in an effort to re-establish
themselves to their former position. The Italian Aero Club is the
only National institution which represents Italy in the Inter-
national Aeronautical Federation (F.A.I.) and is the only institu-
tion which represents the.F. A. I. in Italian territory.
During a recent conference in Rome the Italian Aero Club has
decided to federate into the A. C. I. all institutions which are
interested in the development of sport and tourist aviation. In
order to obtain participation in the federation the following
basic qualifications were set up:
a. Submit a constitution which will meet the approval
of the A. C. I.
b. Have at least 50 active members, 10 of whom must be
pilots. (Exceptions are made when the institution
applying has gliding and airplane modeling as their
scope.)
c. Prove that they have sufficient finances to carry
out their proposed air activity.
Institutions which meet the qualifications set forth are given
the status of a local A. C. which will have administrative autonomy
and be represented in the National Federation by their own selected
member. The National Federation Committee is selected by vote of
all the participating local Aero Clubs. Each local club selects a
member of the National Elected Committee to represent them in the
central administration of the organization. This selected member
has authority to visit the local Aero Clubs which he represents to
determine whether these clubs are operating within conformity of
the respective constitutions. Any person who possesses a civilian
or a military pilots license may become active members of the Aero
Clubs so long as he meets the requirements of the-Constitution for
that club and his character and personal activities meet the
approval of the local Board of Directors. Other persons who do not
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 possess pilots training may become participating members if
they can show their active interest and intentions in asso-
ciating and working for aeronautical developments. Within
this category are many business men who have never flown or
have any interest in becoming pilots but are actively
interested in promoting Italian aviation industry, improving
air fields and flying facilities and providing Italy with
better civil air line services.
The Italian Government enters into the control and
assistance of the Italian Aero Clubs through the Ministry of
Defense - Aeronautics in the following manner:
a. Provides the necessary technical qualifications
and licenses before any air activity can be
conducted.
b. Inspects airplanes technical equipment and reviews
qualifications of pilots within the Aero Clubs.
c. Insures compliance with air navigation rules, main-
tains flight control through orders to the airport
headquarters from which the Aero Club flies.
d. Provides air force pilots to inspect, make test
flights or assist in training programs when so
requested.
e. Provides special set of rules and qualifications
from time to time for the civilian pilots school.
f. Will provide on extended loan training type air-
planes when available.
g. Provides' source of finance to the Clubs by grant-
ing contracts for grass cutting and minor main-
tenance of the airport from which to fly. This sum
amounts to approximately 15 million lire a year.
This sum is divided by the National Council among
the Aero Clubs which manage civilian pilots schools.
No other direct subsidy is being provided to date -
primarily because of lack of funds.
There are 34 Club's federated into the Italian Aero Club.
(1See~Ref; 25 for details as to location and officers.)
At present there are about 4,000 active, members within the
Aero Club. Their. equipment is limited to approximately 40 cub type
airplanes. There is an indication that there will be an expansion
of the Aero Clubs in membership as well as equipment but the severe
limitation for the Italian Air Force by the Peace Treaty it is the
plans of the Chief of Staff of the Italian Air Force to utilize
the Aero Clubs to the maximum to provide primary training for new
pilots as well as sustaining training for the inactive reserves.
It is viewed by the Italians that this is the primary legal way of
achieving the sufficient training without violating the terms of
the Peace Treaty. With this point in view it is only logical to
assume that all surplus types training airplanes within the
Italian Air Force will be transferred to the control of the Aero
Clubs. Aero Clubs are active in planning future activity but
are working without equipment or funds. Future support of the
Government will return them to the once important position they
held in Italy and be the legal means of sustaining training for
the many inactive reserve pilots.
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Declassified in Part - Sanitized Copy Approved for Release 2013/02/15: CIA-RDP78-01617AO04200060001-8