**A strategic shift for Milan Linate** Italy’s Ministry of Infrastructure and Transport has published the 2026‑2035 National Airport Plan (PNA), which for the first time opens the door to intercontinental flights from Milan Linate – but with a strict condition: they must be operated in 100% business-class configuration by legacy carriers. This marks a major policy shift for the city airport, which has been limited to intra-European point-to-point routes under the 2022 “Giovannini” decree. The plan aims to allow airlines to bring high-yield premium passengers directly into the heart of Milan, bypassing Malpensa for the most lucrative traffic. **Current constraints and the Giovannini decree** Linate, located just 12 minutes by metro from Piazza Duomo, is already a magnet for business travellers. However, the Giovannini decree – approved by the European Commission in September 2022 – strictly limits its operations: only point-to-point flights, single-aisle aircraft, destinations within the EU or EU-agreement countries, and a maximum range of 1,500 km. Additionally, a cap of 18 movements per hour (arrivals and departures combined) has prevented new entrants and kept Linate saturated. These restrictions were deliberately designed to protect Malpensa’s development as Lombardy’s intercontinental hub, a strategy reinforced after Alitalia’s difficulties. **The new corridor: premium-only intercontinental routes** The PNA 2026‑2035 introduces a targeted breach in those restrictions. It states that Linate “could be opened to new extra-EU routes, even beyond 1,500 km,” but exclusively for aircraft in 100% business configuration operated by legacy carriers. No private jets, no low-cost long-haul. The goal is to give airlines more flexibility to serve premium demand directly from the city centre. The most obvious target is New York, already served from Malpensa by carriers like La Compagnie (100% business to Newark). With an A321neo or A321LR configured with 70–80 business seats, Linate could also reach Boston, Montreal, Toronto, Dubai, Doha, Riyadh, Delhi, Mumbai, Lagos, or Dakar. The future A321XLR would extend the range to Washington, Chicago, Miami, or Nairobi. **Slot redistribution and regulatory hurdles** Crucially, the plan does not raise the 18-movements-per-hour cap. Any new intercontinental service would therefore require reducing existing domestic or European frequencies – a delicate trade-off. Slot allocation will become a key battleground for ENAC and the slot coordinator. Moreover, to actually implement these flights, Italy must renegotiate the Giovannini decree with the European Commission, as the current restrictions are embedded in EU-approved state aid and competition rules. The PNA itself is a strategic framework, but the real regulatory work lies ahead. **What this means for ATPL and ATC students** For ATPL students, this case illustrates how national airport planning and EU regulation directly shape route networks, aircraft selection (single-aisle vs. widebody), and business models (premium-only vs. mixed-class). For ATC students, it highlights the complexity of slot coordination, capacity management, and the political dimension of airspace allocation. Understanding these dynamics is essential for anyone who will work in airline operations, airport management, or air traffic control in Europe.