Annual Monitoring Report 2025 - Denmark

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Contextual information

National performance plan adopted following Commission Decision (EU) 2025/1064 of 23 April 2026

List of ACCs   1

Copenhagen ACC



No of airports in the scope of the performance plan

≥80’K     1
<80’K      0

Exchange rate (1 EUR=) 

2022: 7.43733 DKK
2025: 7.46183 DKK

Share of Union-wide traffic (TSUs) 2025  1.1%

Share of Union-wide en route costs 2025  1.6%

Share en route / terminal costs 2025  80% / 20%

En route charging zone(s)

Denmark

Terminal charging zone(s)

Denmark

Main ANSP 

• NAVIAIR

Other ANSPs 

–

MET Providers 

• DMI

Traffic (En route traffic zone)

  • Denmark recorded 600K actual IFR movements in 2025, +1.1% compared to 2024 (594K).

  • Actual 2025 IFR movements were -5.2% below the plan (633K).

  • Actual 2025 IFR movements were -10.3% below the actual 2019 level (669K).


  • Denmark recorded 1,558K actual service units in 2025, -0.8% compared to 2024 (1,571K).

  • Actual 2025 service units were -5.0% below the plan (1,640K).

  • Actual 2025 service units are -12.5% below the actual 2019 level (1,781K).

Safety (Main ANSP)

  • In 2025, NAVIAIR did not achieve the planned levels set out in its performance plan for three out of five components of the EoSM. The components where NAVIAIR missed the planned levels were Safety Risk Management, Safety Promotion and Safety Culture. Moreover, NAVIAIR scored A on the last 2 components.

  • Denmark reported 0 runway incursions (RI) during 2025. The situation remains stable from 2024, as Denmark reported 0 RIs also in 2024. Denmark is significantly below the Union-wide average.

  • The rate of separation minima infringements (SMIs) at State level was 0.48 and equal to the rate of SMIs at ANSP level. Both indicators were significantly below the Union-wide average. When comparing to 2024, the rate of separation minima infringements has decreased at both State level and at ANSP level.

Environment (Member State)

  • Denmark registered a KEA performance of 1.44% compared to its target of 1.43%. The target was nearly achieved despite KEA deteriorating from 1.24% in 2024. The NSA states the main reason for not meeting the target is linked to the fact that new military training areas were implemented and the unstable situation across the European network.

  • Both KEP and KES deteriorated compared to 2024. The decline indicates that Denmark’s environmental efficiency has worsened.

  • VFE of the actual trajectory was at 78.23%, which was better than the Union-wide average.

  • The average time in level flight during descent degraded, and during climb improved marginally compared to 2024.

  • Additional taxi-out time was 3.36 min/flight which degraded marginally compared to 2024, and additional taxi-in time was 1.46 min/flight and improved compared to 2024.

  • Additional time in the arrival sequencing and metering area degraded to 2.58 min/flight.

Capacity (Member State)


  • Denmark registered 0.11 minutes of average en route ATFM delay per flight during 2025, which remained 0.11 after the post-ops adjustment process, thus not achieving the local target value of 0.10. Delays in Denmark increased by 0.06 minutes per flight year-on-year.

  • Delays were highest in September, mostly driven by ATC staffing.

  • The share of delayed flights with delays longer than 15 minutes in Denmark decreased by -14 percentage points compared to 2024.

  • The number of ATCOs in OPS was 83 being below the 2025 plan in Copenhagen ACC by -4 FTE.

  • The yearly total of sector opening hours in Copenhagen ACC was 49,777, showing a 10% increase compared to 2024.

  • Copenhagen ACC registered 10.35 IFR movements per sector opening hour in 2025, -9% below the level recorded in 2024.

  • Denmark registered an average airport arrival ATFM delay of 0.55 minutes per flight in 2025, thus not achieving the local target of 0.2 minutes. Compared to 2024, average arrival ATFM delays in Denmark were 0.05 minutes per flight higher in 2025.

  • The main drivers of delays were ATC staffing, accounting for 0.23 of the total delays, and other non-ATC causes, responsible for 0.16.

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



  • The en route 2025 actual unit cost of Denmark was 75.69€2022, +7.4% higher than the determined unit cost (70.49€2022). The terminal 2025 actual unit cost was 170.86€2022, -2.4% lower than the determined unit cost (175.03€2022).

  • The en route 2025 actual service units (1.56M) were -5.0% lower than the determined service units (1.64M).

  • The en route 2025 actual total costs were +2.3M€2022 (+2.0%) higher than determined. This is mainly due to higher staff costs (+2.5M€2022, or +4.1%) for NAVIAIR, partially compensated by lower other operating costs than planned (-1.2M€2022, or -5.8%). The NSA explained that the increase in staff costs is due to the higher use of extra shifts due to the staffing situation.

  • NAVIAIR spent 19.3M€2022 in 2025 related to costs of investments for both en route and terminal charging zones, +3.6% more than determined (18.6M€2022). According to the NSA, this increase is due to the higher activity level than planned.

  • The en route actual unit cost incurred by users in 2025 was 75.67€ (+2.6% above the 2025 DUC), while the terminal actual unit cost incurred by users was 182.85€ (-1.0% below the 2025 DUC). The difference between the AUCU and the DUC for the en route charging zone is mainly driven by the traffic risk sharing adjustment, while for the terminal charging zone it is mainly driven by financial incentives.