Annual Monitoring Report 2025 - Austria
Contextual information
National performance plan adopted following Commission Decision (EU) 2025/1057 of 19 May 2025
List of ACCs 1
Vienna ACC
No of airports in the scope of the performance plan
≥80’K 1
<80’K 5
Exchange rate (1 EUR=)
2022: 1 EUR
2025: 1 EUR
Share of Union-wide traffic (TSUs) 2025 3.3%
Share of Union-wide en route costs 2025 3.0%
Share en route / terminal costs 2025 81% / 19%
En route charging zone(s)
Austria
Terminal charging zone(s)
Austria
Main ANSP
• Austro Control
Other ANSPs
–
MET Providers
–
Traffic (En route traffic zone)
Austria recorded 1,681K actual IFR movements in 2025, +11.5% compared to 2024 (1,507K).
Actual 2025 IFR movements were +7.2% above the plan (1,568K).
Actual 2025 IFR movements were +23.2% above the actual 2019 level (1,365K).
Austria recorded 4,548K actual service units in 2025, +13.4% compared to 2024 (4,010K).
Actual 2025 service units were +9.2% above the plan (4,163K).
Actual 2025 service units are +36.2% above the actual 2019 level (3,338K).
Safety (Main ANSP)
In 2025, Austro Control achieved the planned maturity levels set out in its performance plan for all five components of the EoSM. In more detail, Austro Control exceeded the planned maturity level in the area of Safety Policy and Objectives.
The rate of runway incursions (RI) at airport level was 2.57, which was below the Union-wide average (2.70). The rate of RIs at airport level has increased when comparing to 2024.
The rate of separation minima infringements (SMIs) at State level was 4.95, lower than Union-wide average (7.87). The rate of SMIs has increased compared to 2024.
Austria did not provide information on RIs with ANS contribution or SMIs at ANSP level.
Environment (Member State)
Austria registered a KEA performance of 1.99% compared to its target of 2.09% and contributed positively towards achieving the Union-wide target. The NSA states that the target was achieved despite a challenging target and the substantially increased traffic.
KEP and KES improved in comparison with 2024. The KES result shows that Austria has improved the element of horizontal flight efficiency that is under its control.
VFE of the actual trajectory was at 77.0%, which was better than the Union-wide average.
The average time in level flight during descent and climb were both stable compared to 2024, with a slight increase during the descent.
Additional taxi-out time was 2.57 min/flight which improved marginally compared to 2024, and additional taxi-in time was 1.54 min/flight degraded compared to 1.41 min/flight in 2024.
Additional time in the arrival sequencing and metering area remained stable at 2.80 min/flight.
Capacity (Member State)
Austria registered 0.39 minutes of average en route ATFM delay per flight during 2025, which has been adjusted to 0.41 during the post-ops adjustment process, thus not achieving the local target value of 0.28. Delays in Austria decreased by -0.07 minutes per flight year-on-year. Delays were highest in June, July and August, mostly driven by weather and staffing issues.
The share of delayed flights with delays longer than 15 minutes in Austria decreased by -8 percentage points compared to 2024.
Austria did not provide information on the actual number of ATCOs in OPS.
The yearly total of sector opening hours in Vienna ACC was 60,294, showing a -3% decrease compared to 2024.
Vienna ACC registered 20.63 IFR movements per sector opening hour in 2025, 16% above the 2024 level.
Austria registered an average airport arrival ATFM delay of 0.66 minutes per flight in 2025, thus not achieving the local target of 0.53 minutes. Compared to 2024, average arrival ATFM delays in Austria were -0.08 minutes per flight lower in 2025. The main drivers of delays were weather, accounting for 0.60 minutes per flight of the total delays, and ATC staffing, responsible for 0.05 minutes per flight.
Cost-efficiency (En route/Terminal charging zone(s))
The en route 2025 actual unit cost of Austria was 47.70€2022, -12.3% lower than the determined unit cost (54.40€2022). The terminal 2025 actual unit cost was 252.77€2022, +3.7% higher than the determined unit cost (243.83€2022).
The en route 2025 actual service units (4.5M) were +9.2% higher than the determined service units (4.2M).
The en route 2025 actual total costs were -9.5M€2022 (-4.2%) lower than determined. This is mainly due to lower other operating costs for Austro Control (-7.4M€2022, or -30.4%), partially compensated by higher staff costs than planned (+5.3M€2022, or 3.7%). The NSA explained that the decrease in other operating costs is attributable to renegotiation of contracts, lower energy and external support costs, and delays in the investment plan.
Austro Control spent 26.1M€2022 in 2025 related to costs of investments for both en route and terminal charging zones, -14.5% less than determined (30.5M€2022). According to the NSA, this reduction is due to delayed investments resulting from the prolonged impact of the COVID-19 pandemic, as well as supplier issues affecting some projects, which led to a later than planned operational readiness.
The en route actual unit cost incurred by users in 2025 was 60.56€ (in line with the 2025 DUC), while the terminal actual unit cost incurred by users was 297.62€ (+9.2% above the 2025 DUC). The difference between the AUCU and the DUC for the terminal charging zone is mainly driven by pension costs in cost exempt from cost sharing.
The en route regulatory result for Austro Control amounted to +33.1M€, or 13.3% of the 2025 revenue. This may indicate that the airspace users are charged for costs which have not materialised in 2025.