Annual Monitoring Report 2025 - Finland
Contextual information
National performance plan adopted following Commission Decision (EU) 2025/1064 of 19 May 2025
List of ACCs 1
Helsinki 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 0.5%
Share of Union-wide en route costs 2025 0.6%
Share en route / terminal costs 2025 73% / 27%
En route charging zone(s)
Finland
Terminal charging zone(s)
Finland
Main ANSP
• Fintraffic ANS
Other ANSPs
–
MET Providers
• Finnish Meteorological Institute (FMI)
Traffic (En route traffic zone)
Finland recorded 241K actual IFR movements in 2025, -0.5% compared to 2024 (242K).
Actual 2025 IFR movements were -6.9% below the plan (258K).
Actual 2025 IFR movements were -15.6% below the actual 2019 level (285K).
Finland recorded 674K actual service units in 2025, -10.0% compared to 2024 (749K).
Actual 2025 service units were -16.9% below the plan (811K).
Actual 2025 service units are -33.3% below the actual 2019 level (1,011K).
Safety (Main ANSP)
In 2025, Fintraffic ANS achieved the planned maturity levels set out in its performance plan for all five components of the EoSM.
The rate of runway incursions (RI) was 3.80 at airport level, which was higher than the Union-wide average.
The rate of RIs with ANS contribution was 1.27, which was higher than the Union-wide average. The rate of RIs has increased compared to 2024 at both levels.
The rate of separation minima infringements (SMIs) at State level was 11.33, and at ANSP level 3.78, with the former indicator above the Union-wide average while the latter below. The rate of SMIs has increased compared to 2024 at both levels.
Environment (Member State)
Finland registered a KEA performance of 3.71%. Their target of 3.38% was not achieved and Finland did not contribute positively to Union-wide performance. The NSA states the main reason for not meeting the target was because of airspace closures caused by Russia’s war of aggression against Ukraine, which has shifted traffic flows from Russia to Kaliningrad.
KEP and KES degraded in comparison with 2024 showing that Finland’s environmental performance deteriorated in 2025.
The average time in level flight during descent degraded marginally, and during climb improved compared to 2024.
VFE of the actual trajectory was at 68.21%, which was worse than the Union-wide average.
Additional taxi-out time was 3.23 min/flight which improved compared to 2024, and additional taxi-in time was 1.07 min/flight which also improved compared to 2024.
Additional time in the arrival sequencing and metering area was 2.61 min/flight, which degraded marginally compared to 2024.
Capacity (Member State)
Finland registered 0 minutes of average en route ATFM delay per flight during 2025, which remained 0 after the post-ops adjustment process, thus achieving the local target value of 0.05. Delays in Finland remained stable year-on-year.
The number of ATCOs in OPS was 38 being below the 2025 plan in Helsinki ACC by -1 FTE.
The yearly total of sector opening hours in Helsinki ACC was 10,684, similar to 2024.
Helsinki ACC registered 15.85 IFR movements per sector opening hour in 2025. This ratio fell by -27% compared to 2024, partly because of the reduction in the IFR movements.
Finland registered an average airport arrival ATFM delay of 0.18 minutes per flight in 2025, thus not achieving the local target of 0.14 minutes. Compared to 2024, average arrival ATFM delays in Finland were -0.58 minutes per flight lower in 2025.
The main driver of delays was weather, accounting for 0.17 of the total delays.
Cost-efficiency (En route/Terminal charging zone(s))
The en route 2025 actual unit cost of Finland was 69.25€2022, +14.9% higher than the determined unit cost (60.29€2022). The terminal 2025 actual unit cost was 168.61€2022, -6.0% lower than the determined unit cost (179.35€2022).
The en route 2025 actual service units (0.7M) were -16.9% lower than the determined service units (0.8M).
The en route 2025 actual total costs were -2.2M€2022 (-4.5%) lower than determined with all cost categories registering lower-than-planned costs, except cost of capital. This is mainly due to lower staff costs for Fintraffic ANS (-1.4M€2022, or -6.4%). According to the NSA, this was due to lower than planned personnel fund contributions and performance bonuses, as well as lower staff numbers and smaller salary increases than expected.
Fintraffic ANS spent 6.7M€2022 in 2025 related to costs of investments for both en route and terminal charging zones, -14.9% less than determined (7.9M€2022). According to the NSA, this reduction is mainly attributable to delays in investments, due to limited internal resources and system suppliers constraints.
The en route actual unit cost incurred by users in 2025 was 69.75€ (+9.2% above the 2025 DUC), while the terminal actual unit cost incurred by users was 182.98€ (-5.0% below the 2025 DUC). The difference between the AUCU and the DUC for the en route charging zone is driven by the traffic adjustments, while for the terminal charging zone it is mainly driven by pension costs in cost exempt from cost sharing.