Hello Thomas,I've just completed LIRF-LIPZ in my PMDG737-700. Route was the same as you posted and I filed FL270 in RC.Aircraft departed LIRF and climbed to FL270. 5 miles before VERNA I was ordered down to FL240. I complied but normally I would request a PD and if granted it allows me to use my CDU for descent control.At FL240 between VERNA and PELEG RC ordered "When ready, descend and maintain FL130". As this was a discretionary descent I stayed at FL240 until my calculated ToD at BUSON.At BUSON I started down to FL130 descending around 2,500fpm @ 280kts.Knowing ROVIG is 40 miles from LIPZ and with a northerly wind at LIPZ I entered 250/110 into my CDU for ROVIG guessing I would get a near-side approach.Passing BUSON I'm cleared down to FL110 with the "I need you down in 30 miles or less" message. I pass FER at FL170 descending at 2,500fpm at 280kts.I reach ROVIG at FL110 and slow to 250kts and the CDU turns me towards CHI. Shortly after I'm told to contact Approach and I'm cleared down to 6000ft with a turn to 310. Very soon after comes a clearance to 2000ft. Soon after I'm turned to heading 010 to intercept the ILS for 04R.This last bit is tricky because as you intercept the extended centre line of the runway you're beyond the range of the ILS so you have to use your judgement when to make the turn to 042 but the ND should help here.Once the ILS came alive it was just a case of adjusting my heading and landing normally.With all that info you should be able to refly this route and compare your experiences with mine.Cheers,

As I said, I observed that RC reported my aircraft as well as the AI traffic exactly 1,000 ft higher, than my actual altituded and the altitudes of the AI traffic shown in the TCAS.So it was not only the AI traffic being affected.