Annual Monitoring Report 2022 - Greece
Contextual information
National performance plan adopted following Commission Decision (EU) 2022/2421 of 5 December 2022
List of ACCs 2
Athens ACC
Makedonia ACC
No of airports in the scope of the performance plan
≥80’K 1
<80’K 0
Exchange rate (1 EUR=)
2017: 1 EUR
2022: 1 EUR
Share of Union-wide traffic (TSUs) 2022 5.9%
Share of Union-wide en route costs 2022 2.5%
Share en route / terminal costs 2022 89% / 11%
En route charging zone(s)
Greece
Terminal charging zone(s)
Greece
Main ANSP
• HASP
Other ANSPs
–
MET Providers
• HNMS
Traffic (En route traffic zone)
▪ Greece recorded 896K actual IFR movements in 2022, +57% compared to 2021 (569K).
▪ Actual 2022 IFR movements were +6.3% above the plan (843K).
▪ Actual 2022 IFR movements are +1.3% above the actual 2019 level (884K).
▪ Greece recorded 6,416K actual en route service units in 2022, +58% compared to 2021 (4,048K).
▪ Actual 2022 service units were +9.5% above the plan (5,861K).
▪ Actual 2022 service units are +6.9% above the actual 2019 level (6,005K).
Safety (Main ANSP)
▪ HASP achieved RP3 EoSM targets in four management objectives and is required to improve only in the safety risk management area. This is in line with its planned maturity levels.
▪ Over 2022, HASP implemented some improvements to its Safety and Security Management System, focussing on Change Management and Occurrence Reporting Procedures.
▪ Greece recorded a decrease in the rate of runway incursions but an increase of the rate of separation minima infringements in 2022. The occurrences and the effectiveness of mitigations were closely monitored and analysed by the NSA.
▪ HASP could improve its safety management by implementing automated safety data recording systems for occurrences.
Environment (Member State)
▪ Greece achieved a KEA performance of 2.33% compared to its target of 1.92% and did not contribute positively towards achieving the Union-wide target. KEA has improved in comparison to 2021.
▪ The NSA states that the target was missed mainly due to military activity causing traffic to diverge from optimal routes. It is also mentioned that FRA is not yet applied 24 hours per day.
▪ Both KEP and SCR improved in comparison with 2021 and, according to the NSA, this is mainly because HASP implemented a new airway in 2022.
▪ The share of CDO flights remained stable in 2022 compared to 2021.
▪ During 2022, additional time in terminal airspace increased from 1.15 to 1.37 min/flight, while additional taxi out time increased from 2.12 to 3.18 min/flight.
Capacity (Member State)
▪ Greece registered 0.15 minutes of average en route ATFM delay per flight during 2022, thus not achieving the local target value of 0.14.
▪ The average number of IFR movements was 1% above 2019 levels in Greece in 2022.
▪ Traffic is expected to grow dynamically in RP3. The number of ATCOs in OPS is expected to increase by 33% by the end of RP3, however, the actual number of ATCOs in OPS decreased and remained significantly below the 2022 plan.
▪ Delays were highest in August, mostly due to ATC Staffing issues and adverse weather conditions.
▪ The share of delayed flights with delays longer than 15 minutes in Greece increased by 14.12 p.p. compared to 2021 and was higher than 2019 values.
▪ The yearly total of sector opening hours in Athens ACC was 54,711 in 2022, showing an 10.6% increase compared to 2021. Sector opening hours are 4.2% below 2019 levels.
▪ Athens ACC registered 15.77 IFR movements per one sector opening hour in 2022, being 5.8% over 2019 levels.
Cost-efficiency (En route/Terminal charging zone(s))
▪ The en route 2022 actual unit cost of Greece was 23.38 €2017, 16% lower than the determined unit cost (27.86 €2017). The terminal 2022 actual unit cost was 150.36 €2017, 3.4% lower than the determined unit cost (155.70 €2017).
▪ The en route 2022 actual service units (6,416K) were 9.5% higher than the determined service units (5,861K).
▪ The en route 2022 actual total costs were 13 M€2017 lower (-8.1%) than determined, mainly due to lower staff cost (-9.8 M€2017, or -7.8%). The NSA only explained that HCCA is understaffed and that the staff compensation has not been fully implemented yet. Other operating costs also decreased significantly (-3.5 M€2017, or -11%), although no explanation was provided by the NSA.
▪ HASP spent 1.7 M€2017 in 2022 related to costs of investments, 19% less than determined (2.1 M€2017), the NSA noted that it is due to a slight delay in an investment project.
▪ As for the previous monitoring year, the discrepancies regarding cost of investments were significant. The PRB invites the NSA to analyse the discrepancies, identify their reasons, and request the Member State to take immediate, adequate, and proportionate action to ensure the implementation of the investment plans to avoid future capacity gaps.
▪ The en route actual unit cost incurred by users in 2022 was 28.67€, while the terminal actual unit cost incurred by users was 144.44€.