Annual Monitoring Report 2025 - Belgium

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Contextual information

FAB draft revised performance plan currently under assessment

List of ACCs   1

Brussels ACC



No of airports in the scope of the performance plan

≥80’K     1
<80’K      0

Exchange rate (1 EUR=) 

2022: 1 EUR
2025: 1 EUR

Share of Union-wide traffic (TSUs) 2025  2.0%

Share of Union-wide en route costs 2025  3.4%

Share en route / terminal costs 2025  86% / 14%

En route charging zone(s)

Belgium-Luxembourg

Terminal charging zone(s)

Belgium

Main ANSP 

• skeyes

Other ANSPs 

• MUAC

MET Providers 

–

Traffic (En route traffic zone)

  • Belgium-Luxembourg recorded 1,270K actual IFR movements in 2025, +5.8% compared to 2024 (1,200K).

  • Actual 2025 IFR movements were +1.7% above the plan (1,249K).

  • Actual 2025 IFR movements were +1.7% above the actual 2019 level (1,249K).


  • Belgium-Luxembourg recorded 2,733K actual service units in 2025, +8.7% compared to 2024 (2,514K).

  • Actual 2025 service units were +1.5% above the plan (2,693K).

  • Actual 2025 service units are +4.3% above the actual 2019 level (2,620K).

Safety (Main ANSP)

  • In 2025, Skeyes did not achieve the planned maturity levels set out in its performance plan for any of the five components of the EoSM. Moreover, Skeyes scored A for all SM objectives and needs significant improvement in order to reach the targets by the end of RP4.

  • The rate of runway incursions (RI) was 0.98 and equal to the RIs with ANS contribution, with the former indicator below the Union-wide average while the latter above. The rate of RIs has increased compared to 2024.

  • The rate of separation minima infringements (SMIs) at State level was 5.04, and at ANSP level 9.31. The rate of SMIs was below Union-wide average at State level and above Union-wide average at ANSP level. When comparing to 2024, rate of SMIs has decreased at both State level and ANSP level.

Environment (Member State)

  • Belgium registered a KEA performance of 3.35% compared to its local breakdown value of 3.50%. Whilst the local target for FABEC was not achieved, Belgium contributed positively towards Union-wide performance. The NSA states that the target was achieved mainly due to the implementation of FRA.

  • Both KEP and KES improved in comparison with 2024. The improvement shows that Belgium has improved environmental efficiency.

  • The average time in level flight during climb and descent remained stable with minor variations compared to 2024.

  • VFE of the actual trajectory was at 75.90%, which was below the average Union-wide average.

  • Additional taxi-out time was 2.98 min/flight, and additional taxi-in time was 1.28 min/flight, with both stable compared to 2024.

  • Additional time in the arrival sequencing and metering area was at 2.47 min/flight, which degraded compared to 2.27 min/flight in 2024.

Capacity (Member State)


  • Belgium registered 0.08 minutes of average en route ATFM delay per flight during 2025, which remained 0.08 after the post-ops adjustment process, thus achieving the local target value of 0.22. Delays in Belgium remained stable year-on-year. Delays were highest in January and October due to disruptions (technical issues and industrial action), and in June and July, mostly driven by weather.

  • The share of delayed flights with delays longer than 15 minutes in Belgium decreased by -2 percentage points compared to 2024

  • The number of ATCOs in OPS was 88, being below the 2025 plan in Brussels ACC by -8 FTE.

  • The yearly total of sector opening hours in Brussels ACC was 28,234, showing a -1% decrease compared to 2024.

  • Brussels ACC registered 21.48 IFR movements per sector opening hour in 2025, 6% above the 2024 level.

  • Belgium registered an average airport arrival ATFM delay of 0.77 minutes per flight in 2025, thus achieving the local target of 1.5 minutes. Compared to 2024, average arrival ATFM delays in Belgium were 0.49 minutes per flight higher in 2025.

  • The main drivers of delays were other non-ATC causes, accounting for 0.48 of the total delays, and weather, responsible for 0.27.

Cost-efficiency (En route/Terminal charging zone(s))



  • The en route 2025 actual unit cost of Belgium-Luxembourg was 91.28€2022, -5.9% lower than the determined unit cost (97.00€2022). The terminal 2025 actual unit cost of Belgium was 258.69€2022, -2.2% lower than the determined unit cost (264.46€2022).

  • The en route 2025 actual service units (2.73M) were +1.5% higher than the determined service units (2.69M).

  • The en route 2025 actual total costs were -11.7M€2022 (-4.5%) lower than determined with all cost categories registering lower-than-planned costs, except staff costs. The gap is mainly due to lower other operating costs of Skeyes (-9.2M€2022, or -27.6%). The NSA attributed this decrease to lower maintenance and external support costs than planned.

  • A deviation from the criteria to achieve capacity targets was considered justified for Belgium-Luxembourg. Actual costs for the measures necessary to achieve those targets were lower than determined (-1.8M€2022, or -9.7%), mainly due to lower depreciation (-1.8M€2022, or -83.5%) than planned.

  • Skeyes spent 19.2M€2022 in 2025 related to costs of investments for both en route and terminal charging zones, -5.4% less than determined (20.3M€2022). According to the NSA, this reduction is mainly due to project delays and postponements, as well as lower costs for IT and data equipment.

  • The en route actual unit cost incurred by users in 2025 was 102.11€ (-3.2% below the 2025 DUC). The terminal actual unit cost incurred by users was 215.63€ (-25.1% below the 2025 DUC) for Belgium and 275.46€ (-14.9% below the 2025 DUC) for Luxembourg. The difference between the AUCU and the DUC for the terminal charging zones is mainly driven by other revenues.

  • The en route regulatory result for skeyes amounted to +17.5M€, or 10.0% of the 2025 revenue. This may indicate that the airspace users are charged for costs which have not materialised in 2025.